BODY BUILDER INSTRUCTIONS...BODY BUILDER INSTRUCTIONS Mack Trucks Electrical Wiring and Connections CHU, CXU, GU, TD, MRU, LR Section 3 Introduction This information provides design

BODY BUILDER INSTRUCTIONSMack Trucks

Electrical Wiring and ConnectionsCHU, CXU, GU, TD, MRU, LR

Section 3

IntroductionThis information provides design and function, specification and procedure details forElectrical Wiring and Connections for MACK vehicles.

Note: For information onmDrive PTO installation and wiring see Section 9 PTOInstallation,mDrive.

Note: For information on PTO parameter programming see Section 9 PTO ParameterProgramming.

Unless stated otherwise, following a recommendation listed in this manual does notautomatically guarantee compliance with applicable government regulations. Compliancewith applicable government regulations is your responsibility as the party making theadditions/modifications.

Please be advised that the MACK Trucks, Inc. vehicle warranty does not apply to anyMACK vehicle that has been modified in any way, which in MACK's judgment might affectthe vehicles stability or reliability.

Contents• “Abbreviations”, page 3

• “General Wiring Definitions”, page 4

• “Routing and Clipping Guidelines”, page 5

• “Body Builder Connectors, Schematic Examples”, page 17

• “Remote Start n Stop”, page 23

• “Remote Engine Stop”, page 24

• “Adding Auxiliary Accelerator Pedal”, page 25

• “BodyLink III”, page 26

• “Auxiliary Switch Locations (Cab)”, page 30

• “Power Connections”, page 31

• “Control Link II”, page 37

• “LR Workbrake”, page 50

Mack Body Builder Instructions CHU, CXU, GU, TD, MRU, LR

USA139448393 Date 9.2017 Page 1 (94)

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• “Wiring J1939”, page 52

• “9-pin Diagnostic Connector”, page 54

• “16-pin Diagnostic Connector”, page 55

• “Termination Resistor”, page 60

• “Parameter List”, page 61

• “Multiplexing Body Builder J1939 CAN ”, page 77

• “Support Inbound and Outbound J-1939 Message Information ”, page 85

CHU, CXU, GU, TD, MRU, LR

USA139448393 Date 9.2017 Release 01 Page 2 (94)

Abbreviations• ACC Adaptive Cruise Control

• BOC Back of Cab

• CAN Controller Area Network

• CDS Custom Defined Statement (replaced by DCL)

• DCL DataMax Control Language

• ECM Engine Control Module

• EHT Electronic Hand Throttle

• EMS Engine Management System

• ESC Engine Speed Control

• FMI Failure Mode Identification

• GMT Greenwich Mean Time

• MID Message Identifier (J1587 source)

• PGN Parameter Group Number (J1939 message ID)

• PID Parameter Identification (J1587)

• PID Product Identification (order code)

• PTO Power Take Off

• PTT2 Premium Tech Tool 2

• SA Source Address (J1939 unit identifier)

• SID Subsystem Identification (J1587)

• SPN Suspect Parameter Number (J1939 parameter)

• SSC Single Speed Control

• TCM Transmission Control Module

• VDAVehicle Data Administration (OEM database)

• VECU Vehicle Electronic Control Unit

• V-MAC Vehicle Management And Control (Mack brand electronics name)


USA139448393 Date 9.2017 Electrical Wiring and Connections Page 3 (94)

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General Wiring DefinitionsThe general wiring definitions provides a standardized list of terminology used in running wires, hoses, and cables through-out the vehicle.

Abrasive SurfaceItems capable of causing damage to the routed commodity in a rubbing condition during vehicle

operation

AWG American Wire Gauge

Bundled With A number of items tied, wrapped, or otherwise held together

Cable TieA nylon plastic self-sizing strap, UV resistant, capable of bundling specified load(s) during vehicle

operation

Chafing To wear away by rubbing

Contacts Items touching each other.

Crimped A routed commodity that is bent or pressed into ridges

Damaged An item that differs from its original condition

Drooping Routed items hanging downward which are detrimental to safe vehicle operation

Dual Fall(Pertaining to the Compressor Discharge Line) A high point in the routing of the Compressor Dis-

charge Line (located on the engine) whereby any collected moisture is allowed to fall in two different di-rections where it is either dissipated by heat or is purged

High CurrentElectrical Cables

Wire sizes 13 mm sq. (0.5 inches sq.) (6 AWG) and larger

High Nut Extended clamp length

Kinked A tight bend, curl, or twist in the routed commodity causing flow to be restricted

Low Current Elec-trical Cables

Wire sizes 8 mm sq. (0.3 inches sq) (8 AWG) and smaller

Low Nut Standard clamp length

Material Grade 30 Minimum yield strength of 30,000 psi

Material Grade 50 Minimum yield strength of 50,000 psi

May Verb typically used in a statement of practice that is a permissive condition and carries no requirementor recommendation. It can be included to alter statements of mandate or recommendation

Not Secured Items not fastened, bundled or tied

Plastic Conduit Corrugated or smooth wall tubing used to protect hoses, harnesses, cables, tubing, pipes, etc.

Puncture Small hole or wound

Routed With Items taking the same path but not attached to each other (i.e., parallel but separate)

Rubbing Items that contact each other and have independent movement

ShallVerb typically used in a statement of required, mandatory or specifically prohibitive practice regarding

routing and clipping

Sharp Edge A surface capable of cutting or piercing the routed commodity during vehicle operation

ShouldVerb typically used in a statement of recommended, but not mandatory, practice in typical situationswith deviations allowed if Engineering judgement or Engineering study indicates the deviation is

appropriate



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Twisted Distorted from the routed commodities’ original shape about it’s cross-sectional center line

Touch Items that contact each other but do not have relative movement

Routing and Clipping Guidelines1 Brackets used in routing and clipping should be Material Grade 50 or better to ensure sufficient clamp load when sharing

joint connections with cross members or other structural members. This applies only to joint connections using a low nut.Brackets of Material Grade 30 are acceptable provided the shared joint is using a high nut. The area of the clip bracketunder the bolt head must be a least as large as the bolt head itself.

2 Clips that scratch exterior mounting surfaces shall not be used (i.e., barbed/spring type) unless the material is non-corrod-ing (i.e., plastic). Clips must have rust protection.

3 Clip sizes should adequately secure the bundle without restricting flow, causing collapse, or preventing relativemovement.

4 Bundles shall be supported at 24 inches (600 mm) maximum intervals, a cable tie should be used between clip points onbundles with the exception of electrical wiring harness which shall have a maximum support distance of 18 inches (450mm) and a cable tie on bundles between clip points. When air and electrical lines are bundled together, the commoditywith the greater cross sectional area may determine the support spacing. A minimum of two cable ties shall be used be-tween clip points to bundle electrical lines when the larger interval is used.

W3104131

1 Support electrical cables every 18 inches (450 mm)



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Support Distances, Continued

W3104144

1 Support cables near connectors every 4 inches (100 mm)

1 Electrical cables and wiring harnesses are to be secured 4 inches (100 mm) from the wire insertion end of the connectoror clipped to the body.

2 Routing and clipping on purchased components (i.e., engine/transmission) should not include removing or replacing abolt(s), nut(s) or screw(s) installed by the manufacturer. In such cases where this is unavoidable, the bolt(s), nut(s) orscrew(s) shall be re-installed to the manufacturer’s specifications.

3 Bundles should not contact sharp edges of cross members. Contact may occur if it is against a smooth surface, a smoothradiused edge or a coined edge and the bundle is secured to prevent independent movement.

4 Hoses, tubing, pipes and electrical conduits shall not rub each other but may touch.5 The fabric braided portion of the compressor discharge hose is compatible to be bundled with all routed air lines.6 The compressor discharge pipe shall be routed independent of all other routing.7 Electric cables/harnesses must not be bundled with fuel or hydraulic lines. The electrical cables/harnesses may be routed

parallel with fuel or hydraulic lines, however must remain separated by approved clipping materials. When design controlis possible, electrical cables/harnesses will be routed above fuel or hydraulic lines. If fuel or hydraulic lines must routeabove circuit protected electrical cables /harnesses, the fuel or hydraulic lines will have no fittings or potential leak pointsabove electrical cables/harnesses and shall be minimized to the shortest distance possible over low current electrical ca-bles/harnesses.

8 All associated markings on air and electrical harnesses should have a corresponding clipping apparatus.9 Critical clipping locations shall be designated on the component to insure proper placement in the vehicle (i.e., tape).10Maximum support distance for compressor discharge rigid pipe, 30 inches (762 mm). Pipe to be isolated from support

brackets (i.e. rubber isolator).11 Maximum support distance for compressor discharge flex hose, 24 inches (600 mm).12Compressor discharge line should have a constant fall from compressor to air dryer. A dual fall is allowable provided it oc-

curs on the engine and within 24 inches (600 mm) of the compressor.13Maximum allowable dip in compressor discharge pipe/hose is one half the outer diameter of the pipe/hose. Preferred rout-

ing should have no dips in any of the routing. This is to avoid line blockage due to water collecting and freezing in the line.



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Heating Specifications

In order to maintain the integrity of the cables and hoses, observe the following specifications for routing near a heat source.

Cable, hose, or harnesstype Specification

Electrical cables and wiringharnesses

5 inches (130 mm) in all directions from turbocharger, exhaust components, and other highheat components

Unprotected hoses, tubing,harnesses, and cables 6 inches (150 mm) above, 5 inches (130 mm) beside and 4 inches (100 mm) below

Hoses, tubing, harnesses,and cables protected by re-flective heat sheathing

3 inches (76 mm) above, 2 ½ inches (63,5 mm) beside and 2 inches (51 mm) below

Silicone transmission coolanthoses

2 inches (51 mm) from exhaust manifold and turbo (with reflective heat sleeving), 1 inch (25mm) from exhaust pipe

Hoses, tubing, harnesses,and cables protected by aheat shield (no reflective

sheathing)

3/8 inch (10 mm) between the component and the heat shield. (Not valid for fuel lines)

Refrigerant suction hoses 8 inches (200 mm)

W3109897

1 Heat Radius from the Turbocharger, Front: 5 inches (130 mm)



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W2106268

The SCR, DPF, and exhaust piping generate substantial heat. Keep electrical cables away from these components.



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Clipping GuidelinesClipping brackets should be designed and mounted to adequately support the bundle. Clips should be mounted in a hangingposition or supported along three-quarters of the horizontal mounting surface. Orientations that do not conform to the illustra-tions shall be tested.

1 When hoses, wires, and cables cross one another, secure them with a clamp. This prevents the sawing motion that couldabrade them.

2 When routing flex hoses that are bent in two planes, clip them to prevent twisting. Clamp the hose at the point where thehose changes planes. The clamp has the effect of dividing the hose into two assemblies. If the section of the hose is bentin the same plane as the movement, the bend will absorb the movement and the hose will not twist.

W3103550

W3103553



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When routing connectors with cable ties, ensure the cable ties do not contact the connector locking tab. Cable ties should al-so not contact the bare wire.

W3104148

W3104149



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Battery Cable GuidelinesThe battery cable guidelines prevent electrical interference that can occur from improperly routed cables. In addition, theguidelines prevent cable damage through abrasion.

1 Battery cables with standard SAE stranding shall be supported at 16 inches (400 mm) maximum intervals. A separatortype cable tie or an independent separator with cable tie may be used between clip points. No relative movement may oc-cur between cables. If two (2) cable separators are used, they are to be installed equidistant from each other and ar-ranged on a straight line, a maximum span between clip points of 24 inches (600 mm) may be used.

2 Strain relief clipping shall be provided for the battery and starter motor terminals. The strain relief clip shall be located withno relative motion to the terminals. The strain relief clip should be located close to these terminals and shall be within 20inch (500 mm) cable length to the starter terminals.

3 Grommets shall be installed at points where cables pass through sheet metal or frames.4 Routing shall avoid exposed edges of frame members, abrasive surfaces, and all sharp edges. When routing inside the

frame, ensure that no contact with the frame is made with uncovered cables. Uncovered battery cables, external of thebattery box, shall be routed independent of all other conduits. Covered cables may be bundled with other similarly coveredconduits and air piping with a secured separator. Do not route with/under fuel lines.

5 Cables should be clipped as close as possible to all cable bends.6 Battery cables shall not be located within 5 inches (130 mm) of engine exhaust related components or other heat sources

without heat coverings or heat shielding. Testing shall be performed to determine effects of closer allowances and the useof heat shields. Battery cables should not be installed in any area directly above engine exhaust related components.

7 Where cables flex between moving parts, the last supporting clip shall be securely mounted such that relative movementdoes not promote chaffing.

8 Battery cables shall not support any mechanical loads other than their own mass.9 Minimum bend radii of battery cables should be 3 times the cable diameter for standard SAE strand cable.

W3104133

1 Tube Diameter

2 Circle Diameter ( 3 x Tube Diameter)



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Battery Guidelines, Continued1 Star washers shall not be used on current path connections including grounds.2 Asphalt type loom shall not be used for battery cable protection applications.3 Battery cables shall not rub each other or surrounding items, but may touch when all items have no independent move-

ment. Uncovered battery cables may not touch each other outside the battery box.4 All exposed exterior to cab circuit ends shall be coated with a dielectric protective coating. Thickness to be 0.13 – 0.3 in-

ches (3.5 – 7 mm) wet, full coverage, 3 inches (76.2 mm) diameter, or shall be completely covered with required inhibitor.5 Clip orientations should be per illustration or installation drawings utilizing compression or heavy duty clip.6 Plastic conduit may be bundled and cable tied with covered battery cables when all items have no independent movement

with each other. Battery cables may touch each other, plastic conduit or the battery, inside the battery box.7 Covered battery cables may be securely tied or clamped to each other if no independent movement exists. Cables at-

tached to the same terminal stud may be tied or clamped to each other.8 Battery cable ends at the starter motor posts should be installed and positioned first with the engine harness terminals as-

sembled after. Starter terminals that come with the starter may be first on the starter studs. Terminals shall not be re-con-figured or bent.

9 Frame bolt placement, adjacent to the battery box, should have the bolt or screw threaded end facing away from the bat-tery box and any related cables. Wrench grip type bolts should not be used in the frame at the battery box area. Non-wrench grip type bolt or screw threaded ends may face toward the battery box only if clip bracketing or shielding shall beprovided to prevent any possible cable contact with frame mounted hardware. Bolts that mount the battery box to theframe may be oriented toward the battery box.

10Added abrasion protection should be used where the cable contacts other routed commodities or surfaces with no inde-pendent movement such as frame rail surfaces or transmission and engine castings. Polyethylene, polypropylene, nylonconduit and thick wall heat shrink tubing may be used for added abrasion protection.

11 Cables should be located to afford protection from road splash, stones, abrasion, grease, oil and fuel. Cables exposed tosuch conditions should be further protected by either, or a combination of, the use of heavy wall thermoplastic insulatedcable, additional tape application, plastic sleeve or conduit.

12Anytime an existing fastener is used to secure a clipping bracket (or any similar device), the fastener shall be re-torquedto the value specified in the original documentation given for the fastener.

13Each exposed exterior circuit end must be coated with a dielectric protective coating. Thickness to be 0.13 – 0.3 inches(3.5 – 7 mm) wet, full coverage, 3 inches (76.2 mm) diameter.

14Do not use box clamps to secure battery cables.15 In addition to berringer clamps, use double-head tie clamps.

W3077595

Berringer clamps are recommended for securing battery cables to each other.



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W3105372

Box Clamps (shown above) are NOT to be used for securing battery cables to each other.

W3105374

Double-head tie clamps may be used to route battery cables.



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Ring Terminal AssemblyAssemble terminal carrying the highest current (largest gauge wire) first, then graduate to the smallest gauge up to the fas-tener. Use a maximum of three (3) terminals per stud (unless otherwise specified on an illustration drawing).

W3104152

When attaching ring terminals with a fastener, tighten the fastener to appropriate torque so that the contact area will touchthe terminal at any point, in a full circle that is part of the terminal.

W3104153

1 Contact Area2 Fastener3 Stud4 Terminals



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When attaching multiple terminals, position the terminals at an angle to allow maximum contact of the terminal surface. Ter-minals are not allowed to bend other than their natural form. Terminals may be stacked back to back.

W3104154

Improperly fanned terminals result in unacceptable bends.

W3104155



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NOx Sensor RoutingThe NOx sensor requires unique routing considerations. The NOx sensor harness must not be bundled with other wiring har-nesses. However, it may be routed with other harnesses as long as they are not high voltage cables. The sensor harness isa set length and no altering or modifying of the NOx sensor harness is allowed.

W3104156

Conventional

W3109892

Cabover

Note: DO NOTsplice into a V-MAC, ABS/ATC or any other electronic control unit harness.

Do not cut or tap into the J1939 green/yellow twisted wires or any other wire or harness used on this vehicle. Use the pro-vided connectors, and only add approved J1939 components with validated software. Failure to comply may result in person-al injury or equipment damage. Any cutting, splicing, alteration or modification to the wiring will Void the Mack TrucksWarranty on the Electrical System.



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Body Builder Connectors, Schematic ExamplesThird party devices are often installed on MACK trucks. These devices need information (vehicle speed, gear, etc.) to oper-ate safely and efficiently. However these devices are not quality controlled as far as MACK is concerned, and are not part ofthe main control databus. Therefore, MACK provides an external connector to supply a body device with the necessary infor-mation it needs to function properly.

MACK trucks do not use an external body builder module (BBM). In MACK trucks, the functions of the BBM are managed bythe Vehicle Electrical Control Unit (VECU) and are transmitted to the body device via an SAE J1939 connector. SAE J1939is a communications link between standalone vehicle modules. This data link is commonly referred to as the “Control Datalink”. It is used primarily to transmit control signals that are shared between other standalone modules. The information onthe SAE J1939 control link is used for control functions. Fault messages or diagnostic information also transmits across thislink. These control signals may be for engine, transmission, brakes or a number of other vehicle control needs. The J1939operates at 250,000 bits per second, which is approximately 26 times faster than the J1708/1587 data link. This higher speedallows the system to operate at a faster sampling rate and higher resolution, thus enabling better control of vehicle functions.

Terminating ResistorsTerminating resistors are wired to each end of the SAE J1939 data link to prevent signal reflections. They must remain con-nected for the data link to function properly. The resistance value of each termination resistor is 110–130 Ω. When properlyinstalled in the data link, their combined resistance is 50–70 Ω since they are connected in parallel.

The termination resistor at one end of the SAE J1939 data link is located in the fuse/relay center (FRC) near the vehicle elec-tronic control unit (VECU) and the other near the engine control module (ECM). On vehicles equipped with MACK engines,the termination resistor at the engine end is located inside the ECM. On vehicles equipped with Cummins engine, the termi-nation resistor is located in the harness area just outside of the ECM.

A SAE J1939 data link connection is located at the transmission area in the chassis harness. On vehicles equipped with anelectronically controlled transmission (Allison/Autoshift II/Meritor Freedom Line), the connection to the transmission is lo-cated at the chassis harness. On vehicles equipped with a manual non-electronically controlled transmission - the connectorstub will have an un-terminated blanking plug installed.

Only two termination resistors are used in each data link. Never install more than two terminator resistors in one data link. Ifmore than two resistors exist in the SAE J1939 data link circuit, incorrect or absent signals may occur. You can easily checkto see if you have two resistors by measuring the resistance between pin C and D for the 9-pin diagnostic connector, or pin 3and 11 for the 16-pin diagnostic connector, with the ignition key in OFF position. The correct resistance is 50 – 70 Ω. The ter-mination resistors should each have a resistance of 110 – 130 Ω when tested individually.

Notes



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Electrical Wiring and ConnectionsMain Power and Starting Circuits

Figure 1 shows the starter circuits. Note that the EMS and VECU directly control the starter relay. The EMS inhibits starterfor engine running, starter overheat and PTO. The VECU inhibits the starter mainly for transmission in gear.

Figure 2 shows the main power circuits. Ignition and “EMS” power are controlled by the VECU through relays. “EMS” poweris connected after the key is turned on and remains on during crank and for some seconds after key off, mainly to service theEngine Management System. Ignition power is similar, but is disconnected during crank and supplies items not necessaryfor engine start. MACK conventional trucks actually have a second set of ignition circuits for items not normally needed fordriving (e.g. Sleeper) which also supplies one of the Granite BodyLink III power pins indicated in Figure 7. The first and sec-ond power relays are also shut off at low voltage. The first relay powers off at a lower threshold than the second.

W3113939

Fig. 1 Main Power and Starting Circuit



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W0113940

Fig. 2 Battery & Ignition - Switched Supplies - Conventional Trucks

“IGN” circuits will be disconnected at LOW VOLTAGE and during STARTING.

“EMS” circuits remain powered while at key ON or CRANK and may remain powered at key OFF.



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Vehicle Control Unit (VECU) Connections

W3088359

Fig. 3 Vehicle Control Unit (VECU) Connectors

Notes



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Description of VECU Pin Layout

VECU Connector A (Green)Pin Number Type Mack Name

PA-1 DI-H Cruise Control: Set/Decel

PA-2 DI-H Cruise Control: Resume/Accel

PA-3 DI-H Cruise Control: On/Off

PA-4 DI-H A/C On

PA-5 DI-H Service Brake

PA-6 DI-H Key Switch Crank

PA-7 DI-H —

PA-8 DI-H Clutch

PA-9 DI-H Neutral

PA-10 DI-H Air Suspension Interlock

PA-11 DO-L (1A) DRL Control

PA-12 – Ground

PA-13 – Battery ( + after PWR )

PA-14 DI-H Key Switch Ignition

PA-15 – J1939 + BBM

PA-16 – J1939 – BBM

PA-17 DI-H CDS 2 switch / PTO 4

PA-18 DI-H IVS2 used for Volvo Automatic gearbox

PA-19 DI-H Fan Override

PA-20 DI-H Engine brake 2

PA-21 DI-H Engine brake 1

PA-22 DI-H EOL

PA-23 DI-H IVS 1

PA-24 DI-L —

PA-25 DI-L Interwheel Lock

PA-26 DI-L 5th Wheel Slide Switch

PA-27 DI-L Remote Engine Shutdown

PA-28 DI-L Hood Tilt Switch

PA-29 DI-H PTO1

PA-30 DI-H DRL Override



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VECU Connector B (Blue)Pin Number Type Mack Name

PB-1 DO-L (1A) Power Relay #1 (load shedding)

PB-2 DO-L (1A) Power Relay #2 (load shedding)

PB-3 DO-L (1A) Interwheel Diff Lock

PB-4 DO-L (1A) 5th Wheel Slide Interlock /Regen Inhibited

PB-5 (12 v, 50 mA) Output Supply 4

PB-6 Frequency Input Vehicle Speed Sensor +

PB-7 DI-H PTO 2

PB-8 AI (4K) Throttle Pedal Signal

PB-9 AI (2 - 10K) Spare

PB-10 (5V, 10 mA) Output Supply 1, (T.P.)

PB-11 DI-L Parking Brake

PB-12 DI-L EB Steering wheel 1

PB-13 DI-L RH Operation

PB-14 AI (1.5-4K) Spare

PB-15 DO – L (0.2A) EMS Relay

PB-16 DO-L (1A) Aux Fan

PB-17 DO – H (10 mA) Buffered IVS 1 (Only EMS)

PB-18 DO-L (1A) PTO output

PB-19 (12V, 70mA) Output Supply 3

PB-20 Frequency Input Vehicle Speed Sensor -

PB-21 DI-H CDS 1 / PTO 3

PB-22 — Analog Ground

PB-23 — Analog Ground

PB-24 AI (2 - 10K) —

PB-25 (6.5-9V, 15mA) Output Supply 5

PB-26 (5V, 10 mA) Output Supply 2

PB-27 AI Spare

PB-28 DO – H ( 2A) Starter Control (ASSISTor starter protection)

PB-29 DI-L Door Switch

PB-30 DI-H Shut Down Override

VECU Connector C (Green)Pin Number Mack Name

PC-1 J1587 B

PC-2 J1587 A

PC-3 —



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Pin Number Mack Name

PC-4 J1939 H

PC-5 J1939 L

Remote Start n Stop

Note: This is only a suggestion for a body builder installed system.

W3121912

Fig. 4 Remote Start N Stop V-MAC IV

Note: Refer to “Remote Start N Stop V-MAC IV, Schematic Components” table for descriptions and partnumbers.

Remote Start N Stop V-MAC IV, Schematic ComponentsDescription Part Number

Relay 25171095

Relay Connector 20865681

Terminal Female 925AM22

Terminal Male 20865699

Secondary Lock 25154889

Switch Drive Position 25153559

Switch Drive Position Connector 21402299

Terminal Drive Position Switch 25091569

Park Brake Switch 25171211



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Remote Engine Stop

If a chassis was ordered with “Remote Engine Stop”, a relay is pre-installed in the harness. Installation of the push buttonswitch is all that is required.

If installing “Remote Engine Stop” to a chassis (MRU / LR and Conventional Chassis’), relay P/N 25082390 must be installedin addition to installing the push button switch. Only MRU and LR models are pre-wired for the Remote Engine Stop.

Note: For Remote Engine Stop to work you must run an accessory kit and P/N 85137397 reprogram the VECU (Can only bedone by a Dealer) and parameters need to be programmed. See “Remote Engine Stop” in the Body Builder, Parameter Pro-gramming service bulletin.

Note: The input to the VECU pin A27 (Green 30-way connector on VECU) is an active low digital input that must be attachedto an isolated signal ground.DO NOTswitch chassis/cab ground to pin A27 of the VECU. Interference from other components on the chassis/cabground could cause an engine shutdown when not requested by the body builder.

Note: The switching of ground to an input that carries a very low current requires special switching equipment. It is recom-mended using a switch with gold contacts, or a relay to switch the signal ground to Pin A27 of the VECU.Gold resists corrosion on the contacts and relays have enough ‘swiping’ motion on the contacts to help keep them clean.

W3113955

Fig. 5 Remote Engine Stop



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Adding Auxiliary Accelerator Pedal

Below is a suggestion for adding an auxiliary accelerator pedal, based on the Mack LR dual steering solution.

The pedal is wired in parallel using a multi-pin selector switch. If the signal is not switched between the two accelerator ped-als, a fault code may be generated due to high current at the throttle pedal signal input line (VECU B-8).

Note: See data link system before using such a device.

Note: An identical pedal is needed for the auxiliary sensor accelerator pedal because it requires an IVS signal. A substitutetype pedal may cause a fault code and is not recommended.

W3113956

Fig. 6 Auxiliary Acceleration Pedal Signal

Note: Refer to “Auxiliary Acceleration Pedal Signal, Schematic Components” table for component ID(s) anddescriptions.

Notes



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BodyLink III

BodyLink III is the standard Mack Granite straight truck body builder electrical interface. It consists of a 29-pin electricalquick-connector and grounding stud mounted just under the rear of the cab (near BOC). BodyLink III includes an electricalpin-out label. Also available with BodyLink III is a cab pass-thru between the seats. Note that the carpeting or floor mate isnot cut at the factory to avoid unnecessary noise if not used. Also available is a ‘BodyLamp’ dash light to indicate typicallywhen the dump body is elevated. This lamp is activated via pin #17 when grounded. Also available with BodyLink III are as-signable (can be labeled) dash switches. These switches output via pins 8 to 14 on the BodyLink III connector. A female con-nector and pins are included with BodyLink III, typically supplied in the cab with the sales and service literature packets.

Note: The BodyLink III BOC connector is supplied with the mating connector housing and terminal pins from the factory. Ifadditional pins or connectors are required they can be purchased from your local Mack Dealer. The connector housing is25177195 and the terminal kit is 21750652.

W3084959

Fig. 7 Granite BodyLink III Components1 BodyLink III Connector2 Pass-Thru3 Switch



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Order Codes for Body Connections (Granite BodyLink III)

Item Sales Code Model Status Description

BodyLink III w/CabPass-Thru B83 0025 GU7, GU8 Standard

(Straight)

29-pin under-cab connector, la-bel, female connector, cab pass-

thru.

BodyLink III w/o CabPass-Thru B83 0026 GU7, GU8 No cost option Same as above without pass-

thru.

BodyLamp B66 0002 GU7, GU8 Optional 9-pin back-of-cab power & light-ing only

Six (6) AssignableSwitches 164 0012 GU7, GU8 Optional

Six (6) assignable dash rockerswitches w/ labels (5 on-off, 1

momentary)

Notes



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W3092527

Fig. 8 Granite BodyLink III Routing Beneath Driver Seat1 Rubber Adhesive Tape

W3092528

Fig. 9 Granite BodyLink III Cab Pass Through and Connector1 Body Builder Harness2 Gasket3 Spacer4 Nut, Panel



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W3064928

Fig. 10 Granite BodyLink III 29-pin Connector, Wire Insertion Side of Connector.

Pin Chart for Granite BodyLink III 29-pin Connector

Pole Description

1 BATTERY POWER (30A)

2 IGNITION POWER (30A)

3 STOP LAMP

4 TAIL LAMP

5 REVERSE SIGNAL

6 LH TURN

7 RH TURN

8 AUX SWITCH #1 (IGN)

9 AUX SWITCH #2 (BATT)




13 AUX SWITCH #6 (DOWN)

14 AUX SWITCH #6 (UP)

15 PARK BRAKE

16 NEUTRAL SIGNAL

17 INDICATOR SWITCH (BODY LAMP)

18 (12v positive) PTO #1 – CA29

19 (12v positive) PTO #2 – CB7

20 (12v positive) SPEED CONTROL ON/OFF

21 BB J1939 +

22 BB J1939 -

23 (12v positive) SPEED CONTROL SET / DECEL

24 (12v positive) SPEED CONTROL RESUME / ACCEL

25 and 26 -

27 LH TURN/STOP

28 -

29 RH TURN STOP



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Auxiliary Switch Locations (Cab)

W3099971

Connector Wire ID Description

1 IGN_SP111 Spare Ignition, Switch 4

2 - -

3 ILLUM_OPT Optional Illumination Connector

4 S026B Switch 3, Ignition

5 S026C Switch 4, Ignition

6 S026D Switch 5, Ignition

7 S027B Switch 6, Battery

8 ING_SP12 Spare Ignition, Switch 3

9 BAT_SP3 Spare Ignition, Switch 6

10 IGN_SP10 or BB_LP2 Spare Ignition, Switch 5

11 BB_LP_6SW_PLUG -

12 MISC_2 Output, Switch 3





1 If body builder wiring is specified, attach body builder wiring as follows: MISC_2 to BBSP_2, MISC_3 to BBSP_3, MISC_4 to BBSP_4, MISC_5 to BBSP_5,MISC_6 to BBSP_6. Otherwise, band all MISC connectors behind ABC panel.2 If body builder wiring is specified, attach body builder wiring as follows: MISC_2 to BBSP_2, MISC_3 to BBSP_3, MISC_4 to BBSP_4, MISC_5 to BBSP_5,MISC_6 to BBSP_6. Otherwise, band all MISC connectors behind ABC panel.



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3 Connect spare ignition and battery connector to main cab harness as follows: IGN_SP12 to IGN_SP1 or IGN_SP9, IGN_SP11 to BAT_SP4, IGN_SP10 to IGN_SP8 or BB_LP_PLUG, and BAT_SP3 to IGN_SP3.

Power Connections

Some judgement must be made for powering body equipment with the following trade-offs:

Ignition power – Will power off during engine crank which may cause faults or other effects if power supplies inputs used byECU’s on EMS power. May also be disconnected for low voltage disconnect.

EMS Connections – Available with key off but may effect starter performance or be affected by starter power fluctuations.

Battery Connections – Always available but will contribute to key off battery drain as well as effect, and be affected by, starteras above.

W3113941

Fig. 11 Power Connections

Interrupted at ENGINE CRANK and LOW VOLTAGE DISCONNECT.



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W3085103

Fig. 12 DCL Conventional

Locations for the DCL Conventional are:

LR – Driver side of Main Cab Wiring Harness near Fuse and Relay centerMRU – Mounted in the center electrical panel between the seats.Conventional – Mounted under the ABS module taped to main harness.

DCL Conventional

PIN Circuit Number Circuit Function

A CA17 PTO 4/ CDS 2

B CB21 PTO 3 / CDS 1

C CB7;CB7B PTO 2

D CB16Spare Relay Control 2 (Controlled by

VECU) CDS 2 out PTO 4

E CB18Spare Relay Control 1 (Controlled by

VECU) CDS 1 out PTO 3

F F17A18 Ignition Bus Feed

G F18A EMS Power 1

H F17C3 Cruise SET/DECEL

J F17D3 Cruise RESUME/ACCEL

K N/A Not Used



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W3113946

Fig. 20 Conventional DCL Connections

Notes



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W3113945

Fig. 13 PTO & Engine Speed Control Connections

Note: Shaded areamDrive Dual PTO only.



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Conventional Auxiliary Switches

Conventional Trucks have the option to place dash switches connected to outputs in the outside body connector.

W3113948

Fig. 14 Conventional Auxiliary Switches

Notes



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W3113952

Fig. 15 Conventional — Reverse & Neutral Power



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Control Link II

MRU and LR feature standard “Control Link II” body builder electrical connections. Control Link II consists of two DeutschHP-20 connectors, a 9-pin lighting connector along the frame rail, and a 29-pin electrical/electronic connector in-cab, typi-cally located above the engine tunnel body-in-white”.

W3084958

Fig. 16 Control Link II Components1 Body Builder Cab Pass-Thru2 29-pin Electrical/Electronic Connector3 Refuse Body Builder Control Outputs4 9-pin Lighting Connector5 Body Builder Console (MRU Only)

Order Codes for Body Connections (LCF Control Link II)

Item Sales Code Model Status Description

Control Link II RefuseSystem B830030 MRU, LR Standard 29-pin Cab & 9-pin

BOC Connections

Body Builder Console M110003 MRU Included Console Included w/Control Link II

Body Power Only B831018 MRU Optional 9-pin Back-of-CabPower & Lighting Only

No Connectors B830000 MRU Delete Option Without Body BuilderQuick Connections

Concrete PumperConnectors B831004/5/6/7 MRU Optional Contact Sales

Engineering



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W3092642

Fig. 17 Body Builder Pass Through Area from Cab to Under Cab1 Wiring Harness2 Bracket3 Cable Ties4 Grommets5 Screw6 Electrical Gasket

W3092641

Fig. 18 Body Builder Pass Through Area from Cab to Under Cab1 Clamps2 Clamps3 Chassis Clean Power4 Chassis Body Builder



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Body Builder Connections

LR Control Link II

The body builder connector can be accessed by removing the panels on the center console. The suggested routing path forupfitters is not a physical component provided with the vehicle. It’s purpose in the illustration is to indicate the suggested wir-ing routes for upfitter harnesses. For convenience, MACK provides a pair of rubber grommets located behind the driver seat.This is the pass-through area which leads beneath the cab.

W9096945

1 29-pin Body Builder Connector2 9-pin Lighting Connector3 Suggested Harness Routing for Upfitters



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W3064929

Fig. 19 Control Link II, 9-pin Lighting Connector, Wire Insertion Side of Connector

Pin Chart for Control Link II 9-pin Lighting Connector

Pole Wire ID Description

T F37B-3.0 Tail Lamp

Z F4D3–3.0 RH Turn

Y F33B-3.0 Stop Lamp

X F4C3–3.0 LH Turn

W F35B1–3.0 Clearance Lamp

V F34C-3.0 Neutral Power

U F34B2–5.0 Reverse Power

R XM1–13.0 Clean Ground

S F73A2–5.0 Clean Ground

Notes



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W3064928

Fig. 20 MRU/LR/LEU Control Link II 29-pin Connector, Wire Insertion Side of Connector

Pin Assignments for MRU/LR/LEU Control Link II 29-pin Body Builder Connector

Pole Wire ID Description

1 F39B–5.0 IGNITION POWER (30A)

2 FABA-5.0 BATTERY POWER (30A)

3 F40B1–3.0 IGNITION POWER (25A)

4 XABA-5.0 CLEAN GROUND

5 F42B1–1.0 REVERSE SIGNAL

6–11 - -

12 CA29–1.0 VMAC PTO# 2

13 CB7–1.0 VMAC PTO# 1

14 HA23–1.0 ENGINE RPM SIGNAL

15 N164–0.8 TRANSMISSION TEMPERATURESIGNAL

16 NA16–1.0 ECU GROUND

17 F18A1–1.0 IGNITION SIGNAL

18 N145NO-0.8 ALLISON #145 (12V)

19 X2A113–2.0 CAB GROUND

20 N143–0.8 ALLISON #143

21 DL5HB1–0.8 BBM J1939 (H)

22 DL5LB1–0.8 BBM J1939 (L)

23 N130NO-0.8 ALLISON # 130

24 N162–0.8 ALLISON # 162

25 N105-0.8 ALLISON # 105

26 N145B–0.8 ALLISON # 145

27 N103A-0.8 ALLISON # 103

28 N142A-0.8 ALLISON # 142

29 N117A-0.8 ALLISON # 117



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W3114392

Fig. 21 Body Builder Power & Ground LR Control Link II

Notes



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W3100110

DCL Connector (LR/MRU) or Connector X21A (LR)

PIN Description

A Cruise ON/OFF Switch

B Spare SW.3 / PTO 3

C PTO 2

D VECU SW. Input

E Cruise ON/OFF Switch

F PTO 1

G Decel

H Accel

J EMS Power 1 CB18

K Spare Relay 2 / PTO 4

L Spare SW.2 / PTO 4

MSpare Relay 1 / CDS 1 OUT / PTO 3 (MRU Only; unused on

LR)

N Signal Ground

P Ground

R Engine Stop/Spare Switch



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MRU/LR DCL Connections

Figures 18 and 21 show DCL connections which are available on all Conventional models. Figures 16 and 22 show DCL con-nections for MRU/LR. The availability of these is limited as they are used for mDrive, ACC, Aux Fan and other options. How-ever, when available they can be used for more complicated controls such as secondary enable of engine speed control oras configurable PTO output.

W3113947

Fig. 22 DCL Connector



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Allison Connections

MRU/LR Control Link II has many Allison connections included. Conventional BodyLink does not. However, all trucks with Al-lison Transmissions include a connector (X06D) to access Allison functions directly.

W3113943

Fig. 23 Allison Connections — MRU, LR Control Link II

Note: * Shaded section on MRU / LR only

Notes



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PTO and Engine Speed Control Connections

MRU and LR have several specific wiring options for PTO that don’t necessarily affect engine speed control. However, theControl Link II connection offers access to inputs to affect engine speed control based on PTO activation or other equipmentinputs.

W3113944

Fig. 24 PTO & Engine Speed Control Connections



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Lighting Connections

MRU/LR Control Link II has lighting connections in a separate BOC connector whereas Conventional has lighting connec-tions in the Body Link connector which is also BOC. These are nominally lighting outputs but can also be used for control.Note than Neutral and Reverse are also in the MRU/LR Control Link II Connector.

W3114099

Fig. 25 Conventional Lighting Connections

Notes



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W3116272

Fig. 26 MRU/LR Lighting Connections

Notes



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W3113951

Fig. 27 MRU/LR Lighting Connections – Reverse and Neutral



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LR Workbrake

The Mack has a workbrake which operates pneumatically like a service brake. It is also tied into Allison inputs to effect aforced neutral. The Allison also has some conditions to allow switching driving positions so that loss of throttle and transmis-sion control don’t happen while moving.

W3113953

Fig. 28 LR Workbrake

Notes



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Summary

Figure 31 shows examples of what the control pins could be used for in an application. The PTO inputs are programmableand can affect a conditional output, engine ramp, engine limits, etc. See programming section for details. Note that full safetyevaluation of the system should be carried out. I.E., adequate interlocks should be programmed or wired, so that the enginewill not accelerate in unintended situations. Interlocks can be done by powering switches using switched power (for exampleneutral power) or by software parameters or both. For example, most applications should only have the engine ramp usingbody controls when the park brake is on and the transmission is in neutral. Exceptions should be carefully considered..

W3113957

Fig. 29 Example MRU showing Body Builder supplied wiring for Controls

Notes



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GeneralWiring J1939Mack doesn’t necessarily recommend or condone tapping into the J1939 databus. This is the main control buss and even de-vices only listening can improperly load the line and cause communication problems. The signals are fast enough that theyare affected by the physics of the electrical charges traveling through the lines. So it matters how the device is designed andwhere it is placed in relation to other devices. However this method can save wiring and gives the body builder more flexibilityand control in developing applications. To that end the following information is provided. However, it is recommended appli-cations be implemented with sufficient field testing to uncover any problems.

Here are two ways to properly connect to J1939 without damaging the cab harness.

1. Connect at the diagnostic connector.

The diagnostic port contains J1939 lines mainly for temporary connection for diagnostic tools. Since it also contains powerand ground for diagnostic tools, it is a convenient choice for connection of control and monitoring devices. However, note thatJ1939 specifies one device per node. So, it would be incorrect to place two devices there.

2. Add the device at the terminating resistor.

The terminating resistor for the main CAN bus is found in the dash. This method effectively lengthens the “backbone” of themain can line and adds a node. To do this the body builder would make a “T” harness to insert between the terminating resis-tor and it’s connector (see figure). Theoretically, more than one node could be placed this way. However, some trucks are al-ready at or near the theoretical limit

Mack follows SAE J1939-15 meaning it uses an unshielded, twisted pair and is theoretically limited to 10 devices.

W3083536

Fig. 30 Adding a Node at the Terminating Resistor

* To Truck



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The following parts can be used in the above “T” harness. Critical is that only two terminating resistor remain on the network(one is in the ECM). It may also be possible to have one terminating resistor in the aftermarket device if it is replacing the ter-minating resistor.

T Harness Part Numbers

T Harness

Abbreviation Connector Part Number (New) Part Number (Old)

MACK # Delphi # MACK # Deutsch #

CHTRCCab Harness Ter-minating Resistor

Connector21430472 13510085 3187784 DTM04-2P

CHTRCab Harness Ter-minating Resistor

120 Ω21430457 15429045 25171700 DTM06-2S-

P006

Connection to Cabharness 20500398 13510099 3187782 DTM06-2S

AD Aftermarket Device N/A N/A N/A

MC Mating Connector N/A N/A N/A

BBI Body BuilderInstalled N/A N/A N/A

Notes



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Another more convenient way to connect to J1939 (or J1587) is through the diagnostic connector.

9-pin Diagnostic Connector

W9000628

Fig. 31 9-pin Diagnostic Connector

Note: Export Engines Only



PIN Definition

A Ground

B Battery

C CAN H (J1939 H-Yellow)

D CAN L (J1939 L-Green)

E Not used (Shield)

F J1587 +

G J1587 –

H Not Used

J Ignition + (Key Switch)



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W3085011

Fig. 32 16-pin Diagnostic Connector (OBD 13)

16-pin Diagnostic Connector (OBD 13) Pin Allocation

16-pin Diagnostic Connector (OBD 13 SAE J1962-Type A Connector)

PIN Definition

1OEM discretionary (assigned as: Key switch – ignition signal for

AM tool)

2 (Not Used)

3 OEM discretionary (assigned as: SAE J1939-15_CAN_H)

4 Chassis ground

5 Chassis ground

6 CAN_H line of ISO

7 (Not Used)

8 (Not Used)

9 (Not Used)

10 (Not Used)

11 OEM discretionary (assigned as: SAE J1939-15_CAN_L)

12 OEM discretionary (assigned as: SAE J1587 positive)

13 OEM discretionary (assigned as: SAE J1587 negative)

14 CAN_L line of ISO

15 (Not Used)

16 Battery positive voltage



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Serial Communications and Programming AbbreviationsAcronym Description

ACM Aftertreatment Control Module

BBM Body Builder Module

CAN Controller Area Network

CDS Customer Defined Statement

DCL DataMax Control Language

ECC/MCC Electronic Climate Control/ Manual Climate Control

ECM Engine Control Module

EHT Electronic Hand Throttle

ECS Electronic Speed Control

FMI Failure Mode Identifier

GSECU Gear Selector ECU

LCM Light Control Module

NOx Nitrogen Oxide

PGN Parameter Group Number (J1939)

PID Parameter Identification (J1587)

PTO Power Take-Off

SA Source Address (J1939 Sender)

SCU Satellite Control Unit (Qualcomm)

SID Subsystem Identification (J1587)

SPN Suspect Parameter Number (J1939)

SRS Supplemental Restraint System

SSC Single Speed Control

TCM Transmission Control Module

TPM Tire Pressure Monitor

VCADS Vehicle Computer Aided Diagnostic System (service tool)

VDA Vehicle Data Administration (OEM database)

VECU Vehicle ECU

V-MACVehicle Management and Control (Mack’s electrical

architecture)



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Data Link System

This section provides information on the design and function of the vehicle communications data links. These communicationlinks are based on SAE J1587, J1708 and J1939 Recommended Practices and the ISO 14229 Standard. For more specificinformation about the ISO 14229 Standard, please refer to the ISO website (www.iso.org).

The data links are used to relay shared vehicle information between control modules and diagnostic, service and (in the caseof onboard diagnostic (OBD) information) scan tools. The three datalink types used are SAE J1939, SAE J1587/J1708 andISO 14229.

SAE J1939SAE J1939 is a communications link between stand alone vehicle modules. This data link is commonly referred to as the“Control Data link”.It is used primarily to transmit control signals that are shared between other stand alone modules. The information on theSAE J1939 control link is used for control functions. Fault messages or diagnostic information also transmits across this link.These control signals may be for, engine, transmission, brakes or a number of other vehicle control needs.The J1939 operates at 250,000 bits per second which is approximately 26 times faster then the J1708/1587 data link. Thishigher speed allows the system to operate at a faster sampling rate and higher resolution, thus being more capable of provid-ing better control of vehicle functions.The J1939 data link consists of a pair of 18 gauge unshielded twisted wires. The designations of the networks are CAN_Hand CAN_L. The designation of the individual wires are DL1H which is yellow and DL1L which is green. The nominal rate oftwist required is 0.89 twists per 25.4 mm (1 inch) or 33 twists per meter (3.28 feet). This twist helps protect against electricalinterference.The J1939 data link is electrically terminated at each end with a load resistor, which is commonly referred to as a terminationresistor. Each J1939 network has two termination resistors associated with it. Only two termination resistors are allowed with-in a network. The termination resistor can be located external as part of the wiring harness, or integrated internally in theECM. Any ECM that does not contain the termination resistor is referred to as a Type I, and an ECM that contains the termi-nation resistor is referred to as a TYPE II. The correct number of termination resistors can be easily checked by measuringthe resistance across cavities C and D of the 9-pin diagnostic connector or across cavities 3 and 11 for the 16-pin diagnosticconnector. The correct resistance is 50 – 70 ohms. The terminating resistors should each have a resistance of 110 – 130ohms when tested individually.

Note: It is important to remember which control units the vehicle is equipped with and which fault codes are stored in eachcontrol unit.

Do not splice into a V-MAC, ABS/ATC or any other electronic control unit harness.

Note: Do not cut or tap into the J1939 green/yellow twisted wires or any other wire or harness used on this vehicle.Use the provided connectors, and only add approved J1939 components with validated software. Failure to complymay result in personal injury or equipment damage. Any cutting. splicing, alteration or modification to the wiringwill Void the Mack Trucks Warranty on the Electrical System.



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ISO 14229Note: ISO 14229 only applies to vehicles with MACK engines.

ISO 14229 is the Powertrain control link. The ISO is used for programming between the ECM, ACM and TCM. It is used pri-marily to transmit control signals that are shared between other stand alone modules. The information on the ISO 14229 con-trol link is used for control functions. Fault messages or diagnostic information also transmits across this link. These controlsignals may be for engine, transmission and aftertreatment ECUs.The ISO 14229 operates at 500,000 bits per second. This higher speed allows the system to operate at a faster samplingrate and higher resolution, thus being more capable of providing better control of vehicle functions.The ISO 14229 data link consists of a pair of 18 gauge unshielded twisted wires. The designations of the networks are CAN_H and CAN_L . The designations of the individual wires are DL2H and DL2L which are both white with orange stripes. Thenominal rate of twist required is 40 twists per meter (3.28 feet). This twist helps protect against electrical interference.The ISO 14229 data link is electrically terminated at each end with a load resistor, which is commonly referred to as a termi-nation resistor. Each ISO 14229 network has two termination resistors associated with it. Only two termination resistors areallowed within a network. The termination resistor can be located external as part of the wiring harness, or integrated inter-nally in the ECU/ECM. Any ECU/ECM that does not contain the termination resistor is referred to as a Type I, and an ECU/ECM that contains the termination resistor is referred to as a TYPE II. The correct number of termination resistors can beeasily checked by measuring the resistance across cavities 3 and 11 for the 16-pin diagnostic connector. The correct resist-ance is 50 – 70 ohms. The terminating resistors should each have a resistance of 110 – 130 ohms when tested individually.

Note: It is important to remember which control units the vehicle is equipped with and which fault codes are stored in eachcontrol unit.

SAE J1708/1587Note:MACK engines andmDrive transmissions do not include the J1587 / J1708 datalink.

SAE J1708/1587 is a communications link between stand alone vehicle modules. This data link is commonly referred to asthe “Information Data link”. It is used primarily to transmit shared information between these stand alone modules. Fault mes-sages or diagnostic information also transmits across this link. The J1708/1587 exchanges information with a data bus speedof 9600 bits per second. The J1708 defines parameters that relate primarily to hardware and basic software compatibility.The J1587 defines the actual data to be transmitted by particular modules. The J1587/1708 data link consists of a pair of 18gauge twisted wires. The nominal rate of twist required is 1 twist per 25.4 mm (1 inch) or 40 twists per meter (3.28 feet). Thistwist helps protect against electrical interference. A fault in this data link can affect the transfer of information, and can makeit difficult to communicate with the source in order to carry out tests using VCADS (found in the Premium Tech Tool or PTT).An indication that there is a problem with SAE J1708/1587 can be that faults from a certain control unit can not be corrected,erased or reset.

Data Link Faults

W3005017

Whenever a data link fault is present, refer to Guided Diagnostics found in the manufacturer's scan tool (Premium Tech Toolor PTT) for diagnostic information.

Note: The ISO 14229 does not have FMIs. Instead this data link has failure type bytes (FTBs).

• The type of FMI/FTB that an individual electronic control unit (ECU) can monitor is dependent on the software in the ECU.All FMIs/FTBs cannot be recognized by all ECUs.

• The ECU reporting the diagnostic trouble code (DTC) may not be the ECU that is involved at the site of the specific failure.For example, The engine control module (ECM) may report a data link fault that is actually at the vehicle electronic controlunit (VECU). The VECU would not be able to report if the data link is broken between the VECU and data link backbone.



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Datalink Topology

US2010 Emissions Engine plus OBD2013

W3084851

Acronym Description

ECM Engine Control Module

ACM Aftertreatment Control Module

NOx Nitrogen Oxide

GSECU Gear Selector ECU

TCM Transmission Control Module

DEF Diesel Exhaust Fluid

ACC Active Cruise Control

VECU Vehicle ECU

ABS Anti-Lock Braking System

BBM Body Builder Module

SCU Satellite Control Unit (Qualcomm)



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Termination Resistor

W3005518

Termination Resistor, 2–pin

Termination Resistor – J1939

Termination resistors are wired to each end of the SAE J1939 data link to prevent signal reflections. They must remain con-nected for the data link to function properly. The resistance value of each termination resistor is 110–130 Ω. When properlyinstalled in the data link, their combined resistance is 50–70 Ω since they are connected in parallel.

The termination resistor at one end of the SAE J1939 data link is located in the fuse/relay center (FRC) near the vehicle elec-tronic control unit (VECU) and the other near the engine control module (ECM). On vehicles equipped with MACK engines,the termination resistor at the engine end is located inside the ECM. On vehicles equipped with Cummins engine, the termi-nation resistor is located in the harness area just outside of the ECM.

A SAE J1939 data link connection is located at the transmission area in the chassis harness. On vehicles equipped with anelectronically controlled transmission (Allison/Autoshift II/Meritor Freedom Line), the connection to the transmission is lo-cated at the chassis harness. On vehicles equipped with a manual non-electronically controlled transmission - the connectorstub will have an un-terminated blanking plug installed.

Only two termination resistors are used in each data link. Never install more than two terminator resistors in one data link. Ifmore than two resistors exist in the SAE J1939 data link circuit, incorrect or absent signals may occur. You can easily checkto see if you have two resistors by measuring the resistance between pin C and D for the 9-pin diagnostic connector, or pin 3and 11 for the 16-pin diagnostic connector, with the ignition key in OFF position. The correct resistance is 50 – 70 Ω. The ter-mination resistors should each have a resistance of 110 – 130 Ω when tested individually.

Termination Resistor – ISO 14229

Termination resistors are also wired for the ISO 14229 data link. One resistor is located in the engine control module (ECM).The other is a two pin resistor located in the dash close to the diagnostic connector. The diagnostic connector is located onthe driver’s side lower dash panel. Termination resistors must remain connected for the data link to function properly. The re-sistance value of each termination resistor is 110–130 Ω. When properly installed in the data link, their combined resistanceis 50 – 70 Ω since they are connected in parallel

The termination resistor at one end of the ISO 14229 data link is located in the fuse/relay center (FRC) near the vehicle elec-tronic control unit (VECU) and the other near the engine control module (ECM). On vehicles equipped with MACK engines,the termination resistor at the engine end is located inside the ECM.

A ISO 14229 data link connection is located at the transmission area in the chassis harness. On vehicles equipped with anelectronically controlled transmission (Allison/Autoshift II/Meritor Freedom Line), the connection to the transmission is lo-cated at the chassis harness. On vehicles equipped with a manual non-electronically controlled transmission - the connectorstub will have an un-terminated blanking plug installed.

Only two termination resistors are used in each data link. Never install more than two terminator resistors in one data link. Ifmore than two resistors exist in the ISO 14229 data link circuit, incorrect or absent signals may occur. You can easily checkto see if you have two resistors by measuring the resistance between pin 3 and 11 for the 16-pin diagnostic connector, withthe ignition key in OFF position. The correct resistance is 50 – 70 Ω. The termination resistors should each have a resistanceof 110 – 130 Ω when tested individually.



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0802013 Electrical System Version 3 Parameters

Parameter ListGroup DOID Parameter Caption Description

Cruise Control AI AI Cruise Control MaxSpeed

The maximum speed that can beset in the cruise control.

Engine FanControls

P1I2F FTX Fan Enable WithEngine Brake

This flag will enable the fan withthe engine brake. 0 = Disabled, 1

= Enabled

Engine Governor P1I03 AZQ High Idle GovernorFor HiIgh Gears

Engine speed where the gover-nor output crosses the max tor-que curve. Used for high gear

ratios.

P1I04 AZO High Idle EnableFlag For Low Gears

If this flag is set to TRUE, it ispossible to use a higher end gov-

ernor engine speed for lowgears.

P1I05 AZR High Idle Gear RatioFor Low Gears

Gear ratio for the gear P1I03 set-ting should be used. For highergears the end governor speed is

used.

P1I18 AZS High Idle Ratio ForHigh gears

Gear ratio for the gear where endgovernor engine speed is used.For lower gears the P1I03 setting

should be used.

Engine IdleSettings

P1F9W YA Engine Idle, TargetSpeed

Target engine speed at idle.

Engine Protection P1I19 FVS Customer ShutDown For OilPressure

Customer shut down status, 0 =No action, 1 = Forced idle, 2 =

Shut off engine

P1I17 FVU Customer ShutdownFor Coolant Level


Shut off engine

P1I2B FVY Customer ShutdownFor TransmissionTemperature


Shut off engine

P1I2A GHA Customer ShutdownFor Oil Temperature


Shut off engine

P1I18 FVW Customer ShutdownFor CoolantTemperature


Shut off engine

Engine SpeedLimit

P1ANA AU Max Engine SpeedStationary

Maximum engine speed allowedwhen the vehicle is stationary.The maximum engine speedvaries between approximately1200 - 2600 rpm depending on

engine type.



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Group DOID Parameter Caption Description

P1I04 AZO High Idle EnableFlag For Low Gears

If this flag is set to TRUE, it ispossible to use a higher end gov-

ernor engine speed for lowgears.

P1IDB BNQ Max Engine Speedwith a VehicleSpeed Error

Specifies the max engine speedwhen a vehicle speed error is

active.

Engine TorqueLimit

P1JED JAA PTO Through Drive-shaft, Enables

Configures if PTO is enabledthrough driveshaft. If set to 1, tor-que limit for low vehicle speed is

deactivated. 0 = Disable ,1 = Enable

Injection Control P1AM4 ATJ Injector Cylinder 1,Calibration

The new trim code must be pro-grammed after replacing the unitinjector. The trim code (T/C) isshown on the injector label andconsists of up to 9 characters.

P1AM5 ATK Injector Cylinder 2,Calibration

P1AM6 ATL Injector Cylinder 3,Calibration

P1AM7 ATM Injector Cylinder 4,Calibration

P1AM8 ATN Injector Cylinder 5,Calibration

P1AM9 ATO Injector Cylinder 6,Calibration

P1G3E IVT & JAN Injector Perform-ance Log

Reset has to be done after injec-tor change, by using the routinecontrol: R1AFI - Reset of Target

Torque Reference Value

MiscellaneousEngine Settings

P1I15 AIZ Fuel Consumption,Calibration In

Percent

A percentage correction value tocompensate any deviation be-tween the calculated fuel con-sumption shown in the Driver

Information Display and the fuelconsumption according to thecustomer's fuel protocol.

P1AOF DX Gust Data, EngineECU Password

Password to allow changing ofparameter values on this vehicle.If a password is in place, correctentry of the password will be re-quired when changing parameter

values.

P1IEA JZF Smart Torque,Enable

Enables the Smart Torquefunction

P1IRK MYD Accelerator Limiter,Enable

Enables the Accelerator Limiterfunction. 0 = Disabled, 1 =

Enabled

P1I07 9G Diff RSL, Transmis-sion Ratio Highest

Gear

The gearbox ratio in the highestgear. The ratio can be found inthe gearbox specifications. The



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ratio must be entered in order forthe control module to calculate

which gear is selected.

MiscellaneousEngine Settings

P1I08 9H Diff RSL, Transmis-sion Ratio NextHighest Gear

Gearbox ratio second highestgear.

P1AOD DV Diff RSL, MaxVSPD Next Highest

Gear

Speed limitation when the sec-ond highest gear is selected. Thevalue must be lower than param-eter P1AOC. Do not use with

AMT gearboxes.

P1AL0 AJ Diff RSL, Enable /Disable

Activating different speed limita-tions when driving in the highestor second highest gear. This

function is used if the maximumspeed can only be reached whenthe highest gear is engaged. Pa-rameters P1AOD, P1ALW/P1I07and P1ALX/P1I08 must be pro-grammed if this function is acti-vated. 0 = Disabled, 1 = Enabled

MiscellaneousVehicle Settings

P1HUB FTM Soft Cruise Enable Enable the soft cruise functional-ity. 0 = FALSE, 1 = TRUE


Gear

The gearbox ratio in the highestgear. The ratio can be found inthe gearbox specifications. Theratio must be entered in order forthe control module to calculate

which gear is selected

P1IP6 DN Customer DataFleet Identifier

Customer Data Fleet Identifier ="Fleet ID" = "Unit Number" : TheCustomer Fleet Identifier can beset via the cluster menu by the

customer.

P1APZ IEH Transmission Kick-down Mode

This parameter defines when theKick-down function is available.

P1ARH IPA Number of ReverseGears

Setting determines the numberof reverse gears available

P1ASL LAQ Highest Start Gearin Manual Mode

The adjustment of start gear inmanual mode will be restricted togears equal to or lower than this

value.

P1ASM LAR Highest Start Gearin Automatic Mode

The selection and adjustment ofstart gear in automatic mode willbe restricted to gears equal to or

lower than this value.

P1FP0 NXK Enable SplitboxStart with Accelera-

tor Pedal

False = Splitbox started whenthe gear lever moved from Neu-tral to Automatic or Manual. True= The splitbox is not started until



All Rights Reserved


also the accelerator pedal is de-pressed. This will provide addi-tional torque backup for the

splitbox start.

P1FP2 NUO Enable I-Roll OnlyWhen Cruise Con-trol (CC) Active

True = I-Roll will only be allowedwhen CC is active. False = I-rollallowed both for pedal- and

cruise control driving

MiscellaneousVehicle Settings

P1IK3 MUF Highest AdjustableGear in Manual

Mode

The highest adjustable gear inmanual mode. If gear lever ismoved to manual in a highergear than highest adjustablegear in manual, no manual ad-justments will be allowed. Thefunction prohibits the driver to

drive on a too low gear, which willincrease fuel consumption. Thisis only valid in economy mode.

P1IZ5 PPQ Transmission Auto-matic Pedal GearEnable ManualAdjustment

Enables the driver to manuallyadjust the automatic selecteddriving gear with gear selection+/- buttons when the accelerator

pedal is depressed.

P1G42 JSI Minimum DPF In-hibit Target Speed

Limit

Minimum road speed limit (RSL)during DPF inhibit.

VINNO VIN Vehicle Identifica-tion Number

17 character VIN Number.

P1AOD DV Diff RSL, MaxVSPD Next Highest

Gear


AMT gearboxes.

P1AL0 AJ Diff RSL, Enable /Disable



Power Take Off #1(PTO 1)

P1AO5 GJG Split Gear for Trans-mission PTO1

Split gear used when transmis-sion PTO1 is engaged. Low splithas priority over high split ifPTO1 and PTO2 are both en-

gaged and have conflicting (splitgear) settings.

Power Take Off #2(PTO 2)

P1AO6 GJH Split Gear for Trans-mission PTO2

Split gear used when transmis-sion PTO2 is engaged. Low split



All Rights Reserved


has priority over high split ifPTO1 and PTO2 are both en-

gaged and have conflicting (splitgear) settings.

Road Speed Limit P1AOD DV Diff RSL, MaxVSPD Next Highest

Gear


AMT gearboxes.

P1AOC DP Customer RoadSpeed Limit

Specifies the customer select-able maximum speed the vehiclecan operate on level road. Thevehicle speed will be limited bythe lowest of the following: Cus-

tomer Road Speed Limit(P1AOC), Road Speed Limit(P1ALV) and Secondary RoadSpeed Limit (Request via CAN-signal from Body Builder Module)if available. For markets that useperformance bonus: Any addi-tional speed granted by the Per-formance Bonus feature will beadded to the Customer RoadSpeed Limit (P1AOC) value, as(so) long as the overall maximumof 140km/h (87 MPH) is not ex-ceeded. Any speed penalty im-posed by the Differential RoadSpeed Governor will be sub-

tracted from this maximum value.Max Cruise Control Speed mustbe set less than or equal to theaccelerator-pedal maximum

specified by the Customer RoadSpeed Limit (P1AOC) value.

P1I01 FTP RSL Enable SoftCruise Functionality

Enable the soft cruise functional-ity for RSL (Road Speed Limit). 0

= Not enabled, 1 = Enabled

Road Speed Limit P1AL0 AJ Differentiated RSL,Enable



AI AI Cruise Control MaxSpeed

The maximum speed that can beset in the cruise control



All Rights Reserved



Gear

The gearbox ratio in the highestgear. The ratio can be found inthe gearbox specifications. Theratio must be entered in order forthe control module to calculate

which gear is selected.

P1I08 9H Diff RSL, Transmis-sion Ratio NextHighest Gear

Gearbox ratio second highestgear.

P1I09 9D Road Speed LimitMaximum

The maximum vehicle speed. Incertain countries the maximumspeed is determined by legal

requirements

P1I16 PPE Road Speed LimitWith Pedal

The pedal vehicle speed limitwhich is used to set a higher orlower pedal vehicle speed. Its in-tended to be used together withRoad speed limit function tomake the driver want to use

cruise control.

P1G42 JSI Minimum DPF In-hibit Target Speed

Limit

Minimum road speed limit (RSL)during DPF inhibit.

Fuel EconomyIncentive Program

P1I0G ADZ Performance BonusEnable

Enables the Performance Bonusfeature. 0 = Disabled, 1 =

Enabled

P1I0H ADX Performance BonusFuel Target

Specifies the fuel consumption[km/l] target value for the Per-formance Bonus function.

P1I0I FXA Performance BonusFuel Penalty Target

Specifies the penalty target valuefor fuel consumption [km/l]. Be-low this target value the driverwill lose speed as a penalty.

P1I0J ADY Performance BonusIdle Target

Specifies the percentage valuefor Idle time below which the driv-er gets a performance bonus.

P1I0K FWX Performance BonusSweet Spot Target

Specifies the amount of time thedriver must spend in the sweetspot to get a performance bonus.

P1I0N FWY Performance BonusFunction Mode

Sets the Performance Bonusfunction mode.

0 = Bonus, 1 = Penalty, 2 = Bo-nus and Penalty

P1I0L FWZ Performance BonusParameters

Sets the Performance Bonusrunning mode:

0 = No targets, 1 = Fuel, 2 = Idle

P1I0M BTR Performance BonusNumber of Steps

Specifies the number of steps forthe Performance Bonus. There

are 1-3 steps



All Rights Reserved


P1I0P AEB Performance BonusVehicle Speed

Bonus

The delta value to adjust the cus-tomer vehicle speed limit for thePerformance Bonus function.


P1I0Q FXD Performance BonusVehicle Speed

Penalty

The delta value to decrease thecustomer vehicle speed limit withduring penalty for the Perform-

ance Bonus function.

P1AP3 IEO Transmission Per-formance Mode

0 = "Manual" = Performancemode available.

1 = "Auto" = Performance modeavailable. The transmission willautomatically return to Economymode when the engine is no lon-ger operating under high load.2 = "Disable" = Performance

mode not available"

P1IK0 IHL Performance BonusII - Enable K-D and

P as Reward

Enables the Kick-Down and /orthe Performance mode only

when the driver is rewarded byPerformance Bonus II. This fea-ture requires that at least one ofthe parameters P1AP3, (EnablePerformance Mode) and P1APZ,(Enable Kick-Down) are enabled.


P1IK1 IEG Transmission I-RollFunction Enabled

Enable the transmission freewheeling function I-Roll

P1IK2 IEK Lowest I-Roll Gear The lowest gear in which the I-Roll function is enabled

P1I53 ADV Performance BonusEffective Distance

The effective distance, all meanvalues relates to this distance.

P1JGX NXI Vehicle Mass Esti-mation Eco Level

Enabled

1 = Scales the weight for VehicleMass Estimation via the Eco Lev-

el Map.0 = Eco Level Map not used forVehicle Mass Estimation. VehicleMass Estimation will not workwithout this value set to 1!

P1INE PDM Eco Level Used inSoftCruise Function

Forced Eco Level used inSoftCruise function.



All Rights Reserved

Supported SAE J1939 Serial MessagesNote:Mack does not recommend broadcasting on the databuss. However, it is known that there are devices on the marketwhich effect an engine speed control.

Mack broadcasts the following with message and signal definition per SAE J1939-71. Exceptions noted. Dates are builddates rather than model year. Most changes correspond with emissions regulation.

SAE J1939 Messages

SAE J1939 Messages

PGN Message Name SourceAddress SPN Signal Name Usage Notes

65198 Air Supply Pressure 23 1087 Service Brake Circuit 1Air Pressure

Conven-tionalSince2007

1088 Service Brake Circuit 2Air Pressure

46 Pneumatic SupplyPressure

65269 Ambient Conditions 0, 17, 23 171 Ambient AirTemperature

SA 23Since2007 &SA 0,17since2010

23 – Sen-sor Source

0 108 Barometric Pressure Since2007172 Engine Air Intake

Temperature

64891 Aftertreatment 1 Service 0 3719 Aftertreatment DieselParticulate Filter 1 Soot

Load Percent

Since2007

3720 Aftertreatment DieselParticulate Filter 1 Ash-

Load Percent

65110 Aftertreatment 1 SCRReagent Tank 1Information

0 1761 Aftertreatment 1 SCRCatalyst Tank Level

Since2010

3517 Aftertreatment 1 SCRCatalyst tank Level 2

5245 Aftertreatment 1 DEFTank Low Level Indicator

5246 Aftertreatment SCR Op-erator Inducement

Severity

64946 Aftertreatment 1Intermediate Gas

0 3251 Aftertreatment 1 DieselParticulate Filter Differ-

ential Pressure

Since2007

64947 Aftertreatment 1 OutletGas 2

0 3246 Aftertreatment 1 DieselParticulate Filter Outlet

Gas Temperature

Since2007



All Rights Reserved

SAE J1939 Messages


64948 Aftertreatment 1 intakeGas 2

0 3242 Aftertreatment 1 DieselParticulate Filter Intake

Gas Temperature

Since2007

65265 Cruise Control/VehicleSpeed

17 84 Wheel Based VehicleSpeed

All

86 Cruise Control SetSpeed

595 Cruise Control Active

596 Cruise Control EnableSwitch

597 Brake Switch

598 Clutch Switch

599 Cruise Control SetSwitch

600 Cruise Control Coast(Decelerate) Switch

601 Cruise Control ResumeSwitch

602 Cruise Control Acceler-ate Switch

976 PTO Governor State Reflectsenginespeedcontrolstate notPTO inputor outputstate.

527 Cruise Control States

70 Parking Brake Switch

57344 Cab Message 1 23 3695 Diesel Particulate FilterRegeneration Inhibit

Switch

Since2007

3696 Diesel Particulate FilterRegeneration Force

Switch

1856 Seat Belt Switch Since2010

65276 Dash Display 23 96 Fuel Level 1 Since2007

65226 DM1 0 Since2007

64952 DM26 0 Since2010



All Rights Reserved

SAE J1939 Messages


64892 Diesel Particulate FilterControl 1

0 3697 Diesel Particulate FilterLamp Command

Since2007

3698 Exhaust System HighTemperature Lamp

Command

3699 Diesel Particulate FilterPassive Regeneration

Status

3700 Diesel Particulate FilterActive Regeneration

Status

3701 Diesel Particulate FilterStatus

3702 Diesel Particulate FilterActive Regeneration In-

hibited Status

3703 Diesel Particulate FilterActive Regeneration In-hibited Due to Inhibit

Switch

3706 Diesel Particulate FilterActive Regeneration In-hibited Due to PTO

Active

3707 Diesel Particulate FilterActive Regeneration In-hibited Due to Accelera-

tor Pedal Off Idle

3709 Diesel Particulate FilterActive Regeneration In-hibited Due to VehicleSpeed Above Allowed

Speed

3710 Diesel Particulate FilterActive Regeneration In-hibited Due to Parking

Brake Not Set

3711 Diesel Particulate FilterActive Regeneration In-hibited Due to Low Ex-haust Gas Temperature

3712 Diesel Particulate FilterActive Regeneration In-hibited Due to System

Fault Active

64892 (cont.) Diesel Particulate FilterControl 1

0 3714 Diesel Particulate FilterActive Regeneration

Since2007



All Rights Reserved

SAE J1939 Messages


Inhibited Due to Tempo-rary System Lockout

3715 Diesel Particulate FilterActive Regeneration In-hibited Due to Perma-nent System Lockout

3716 Diesel Particulate FilterActive Regeneration In-hibited Due to Engine

Not Warmed Up

3698 Exhaust System HighTemperature Lamp

Command

61441 Electronic BrakeController 1

11 561 ASR Engine ControlActive

Per ABStype

562 ASR Brake ControlActive

Per ABStype

563 Anti-Lock Braking (ABS)Active

1121 EBS Brake Switch Not Used

521 Brake Pedal Position Not Used

575 ABS Off-road Switch Per ABStype

576 ASR Off-road Switch Per ABStype

577 ASR "Hill Holder" Switch With I-shift/mDrive

1238 Traction Control Over-ride Switch

Per ABStype

1243 ABS Fully Operational

1438 ABS/EBS Amber Warn-ing Signal (Powered

Vehicle)

1793 ATC/ASR InformationSignal

Per ABStype

1481 Source Address of Con-trolling Device for Brake

Control

Per ABStype

1836 Trailer ABS Status Per ABStype

1792 Tractor-Mounted TrailerABS Warning Signal

Per ABStype



All Rights Reserved

SAE J1939 Messages


65215 Wheel Speed Information 11 904 Front Axle Speed All

905 Relative Speed; FrontAxle, Left Wheel

906 Relative Speed; FrontAxle, Right Wheel

907 Relative Speed; RearAxle #1, Left Wheel

908 Relative Speed; RearAxle #1, Right Wheel

909 Relative Speed; RearAxle #2, Left Wheel

910 Relative Speed; RearAxle #2, Right Wheel

64964 Electronic BrakeController 5

11 2912 Hill holder mode With Ish-ift/mDrive

61444 Electronic EngineController 1

0 899 Engine Torque Mode All 20 msfixed rate

512 Driver's Demand Engine- Percent Torque

513 Actual Engine - PercentTorque

190 Engine Speed

1483 Source Address of Con-trolling Device for En-

gine Control

1675 Engine Starter Mode


0 558 All

91 Accelerator Pedal Posi-tion 1

from SA17 withCummins

92 Engine Percent Load AtCurrent Speed


0 514 Nominal Friction - Per-cent Torque

All


2791 Engine Exhaust Gas Re-circulation 1 (EGR1)

Valve Control

Since2007

2795 Engine Variable Geome-try Turbocharger (VGT)1 Actuator Position

All

65263 Engine FluidLevel/Pressure 1

0 94 Engine Fuel DeliveryPressure

All

98 Engine Oil Level



All Rights Reserved

SAE J1939 Messages


100 Engine Oil Pressure

101 Engine CrankcasePressure

111 Engine Coolant Level

65251 Engine Configuration 1 0 30 bytes

61440 Electronic RetarderController 1

0,15 900 Retarder Torque Mode SA 15 be-fore 2007

520 Actual Retarder - Per-cent Torque

65262 Engine Temperature 1 110 Engine CoolantTemperature

All

174 Engine Fuel Tempera-ture 1

175 Engine Oil Temperature1

61442 Electronic TransmissionController 1

3 161 Transmission Input ShaftSpeed

Automat-ed trans-missions

560 Transmission DrivelineEngaged

573 Transmission TorqueConverter Lockup

Engaged

574 Transmission Shift InProcess

4816 Transmission TorqueConverter Lockup Tran-

sition in Process

191 Transmission OutputShaft Speed

SA 17 withCummins

522 Percent Clutch Slip

606 Engine MomentaryOverspeed Enable

607 Progressive ShiftDisable

5015 Momentary Engine Max-imum Power Enable

61445 Electronic TransmissionController 2

3 524 Transmission SelectedGear

Automat-ed trans-missions523 Transmission Current

Gear

526 Transmission ActualGear Ratio



All Rights Reserved

SAE J1939 Messages


65134 High Resolution WheelSpeed

11 1592 Front Axle, Left WheelSpeed

Since2007

1593 Front axle, right wheelspeed

1594 Rear axle, left wheelspeed

1595 Rear axle, right wheelspeed

65270 Intake/ExhaustConditions 1

0 173 Engine Exhaust GasTemperature

Since2007 SA23 from2004-2007

102 Engine Intake Manifold#1 Pressure

Since2007

105 Engine Intake Manifold 1Temperature

106 Engine Air IntakePressure

107 Engine Air Filter 1 Differ-ential Pressure

65266 Fuel Economy (Liquid) 0 183 Engine Fuel Rate Since2007

184 Engine InstantaneousFuel Economy

185 Engine Average FuelEconomy

65254 Time/Date 23 959 Seconds All

960 Minutes UTC/GMT

961 Hours UTC/GMT

962 Day

963 Month

964 Year

1601 Local minute offset Displayclock

1602 Local hour offset Displayclock

65272 Transmission Fluids 1 3 177 Transmission OilTemperature

Automat-ed Trans-missions

0 Torque/Speed Control 1 3,11,17,42,2-30

695 Engine Override ControlMode

By op-tions –enginebrake,

898 Engine RequestedSpeed/Speed Limit



All Rights Reserved

SAE J1939 Messages


transmis-sion, etc.

518 Engine Requested Tor-que/Torque Limit

61449 Vehicle Dynamic StabilityControl 2

11 1807 Steering Wheel Angle Truckswith

stabilitycontrol

1808 Yaw Rate

1809 Lateral Acceleration

1810 LongitudinalAcceleration

1811 Steering Wheel TurnCounter

1812 Steering Wheel AngleSensor Type

65103 Vehicle Dynamic StabilityControl 1

11 1813 VDC Information Signal Truckswith

stabilitycontrol

1814 VDC Fully Operational

1815 VDC brake light request

1816 ROP Engine Controlactive

1817 YC Engine Controlactive

1818 ROP Brake Controlactive

1819 YC Brake Control active

65217 High Resolution VehicleDistance

23 917 High Resolution TotalVehicle Distance

All

918 High Resolution TripDistance

65271 Vehicle Electrical Power1

0 158 Keyswitch BatteryPotential

Since2007

65260 Vehicle Identification 0 237 Vehicle IdentificationNumber

Since2010

65135 Adaptive Cruise Control 42 1586 Speed of forward vehicle By option

1587 Distance to forwardvehicle

1588 Adaptive Cruise ControlSet Speed

1589 Adaptive cruise controlset distance mode

1590 Adaptive Cruise ControlMode

1796 ACC Distance AlertSignal

1797 ACC System ShutoffWarning



All Rights Reserved

SAE J1939 Messages


1798 ACC Target Detected

5022 Forward CollisionWarning

65264 Power TakeoffInformation

17 980 Engine PTO GovernorEnable Switch

Mack

984 Engine PTO GovernorSet Switch

256 Transmission Control 1 11 681 Transmission Gear ShiftInhibit Request

By ABStype withAutomaticTransmis-

sion

1024 External Brake Request 3 2920 External AccelerationDemand

mDrive

2914 XBR EBI Mode

2915 XBR Priority

2916 XBR Control Mode

3189 XBR Message Counter

3188 XBR MessageChecksum

Notes



All Rights Reserved

Multiplexing Body Builder J1939 CANThe multiplexing system BB J-1939 CAN is used to provide control and communication between all major functional areason a vehicle (engine, electrical, transmission, etc). The system offers simplified communication between the body buildermodule and other related electrical systems. Multiple signals are sent over a single pair of twisted wires, as opposed to indi-vidual wires for each function. The J1939 data link is used to send these signals.

The benefit of this arrangement is fewer wires, sensors and connections are required for communication purposes betweensystems. Also, there is greater signal consistency and reliability.

Multiplexing Parameters

SAE CANNetwork

Source ofMessage

Receiver ofMessage Update Rate PGN Signal Names (SPN)

ACC1(65135)

J1939-X VECU (asACB)

Ext CAN 100ms Forward vehicle speedForward vehicle distance

ACC Set SpeedACC Mode

ACC set distance modeRoad curvature

ACC Target DetectedACC System Shutoff WarningACC Distance Alert Signal

ACCStatus(65296)


Ext CAN 100ms (Proprietary message from ACB)Audible Following Distance AlertVisual Following Distance AlertVehicle Following DistanceVehicle Following Interval

ACB Tell Tale Indicator Status

ACBCriticalEvents(PGN65297


Ext CAN 100ms CMT InterventionImpact Alert

AIR1 J1939-X VECU Ext CAN 1 sec Pneumatic Supply Pressure 46

AMB(65269)

J1939-X VECU (asEMS)

Ext CAN 1 sec Ambient Air Temperature,Barometric pressure

AT1S(PGN64891)

J1939-X VECU (perreply)

Ext CAN On Request Diesel Particulate Filter 1 Soot Load Percent3719

Diesel Particulate Filter 1 Ash LoadPercent 3720

AT1T1I J1939-X VECU (asACM)

Ext CAN 1s Aftertreatment 1 SCR Catalyst Tank Level1761

Aftertreatment 1 SCR Catalyst Tank Tempera-ture 3031

Aftertreatment 1 SCR Catalyst Tank Level 23517

Aftertreatment 1 DEF Tank Low Level Indica-tor 5245

Aftertreatment SCR Operator Inducement Se-verity 5246

B J1939-X VECU (asIC)

Ext CAN 1 s Brake Application Pressure (SPN 116) BrakePrimary Pressure (SPN 117) Brake



All Rights Reserved

SAE CANNetwork

Source ofMessage


Secondary Pressure (SPN 118) ParkingBrake Red Warning Signal

(SPN 3557)

CCVS(65265)

J1939-X VECU Ext CAN 100 ms Vehicle speed, etc.

CI (PGN65259)


Ext CAN On Request Component ID, etc.

CVW(PGN65136)


Ext CAN On Request Weights

DD(65276)

J1939-X VECU (asIC)

Ext CAN 1 s Washer Fluid Level (SPN 80)Fuel Level 1 (SPN 96)

DM1 J1939-X VECU (asreceived)

Ext CAN 1 sec Fault lamps, etc.

DPFC1(PGN64892)


Ext CAN 1s DPF status, etc.

EBC1(PGN61441)

J1939-X VECU (asABS)

Ext CAN 100ms Anti-Lock Braking (ABS) Active, etc.

EBC1(PGN61441)

J1939-X Ext CAN VECU 100ms Remote Accelerator Pedal Enable Switch, Ac-celerator Interlock Switch

EBC1(PGN61441)

J1939-X VECU Cummins 100ms Remote Accelerator Pedal Enable Switch(SPN 969),

Accelerator Interlock Switch (SPN 972)Engine retarder selection (SPN 973)

EBC2(WSI PGN65215


Ext CAN 100ms Wheel speeds

EBC5(PGN64964)


Ext CAN 100ms Hill Holder Mode

EEC1(61444)


Ext CAN 20ms Engine Speed, etc

EEC2(61443)

J1939-X VECU Ext CAN 50ms Accelerator Pedal Position

EEC2(61443)

J1939-X Ext CAN VECU 50ms Remote Accelerator Pedal Position

EEC2(61443)

J1939 VECU Cummins 50ms Accelerator Pedal Position 1 Remote Acceler-ator Pedal Position

EFL/P1(PGN65263)


Ext CAN 500ms Engine Oil Level 98Engine Oil Pressure 100

Engine Crankcase Pressure 101Engine Coolant Level 111



All Rights Reserved

SAE CANNetwork

Source ofMessage


ET1 (PGN65262)


Ext CAN 1s Engine Coolant Temperature 110 Engine FuelTemperature 1 174

Engine Oil Temperature 1 175

ETC1 J1939-X VECU (asTECU)

Ext CAN 10 ms Driveline engaged status


Ext CAN 100ms Current gear status, requested gear status


Ext CAN 100 ms Shift and mode indicators, etc.

GFC (PGN65199)

J1939-1 VECU (asEMS)

Ext CAN on request Trip Fuel (Gaseous)1039 Total Fuel Used (Gaseous) 1040

HOURS(PGN65253)


Ext CAN on request Engine Total Hours of Operation 247 EngineTotal Revolutions 249

HRLFC(PGN64777)


Ext CAN 1 s High Resolution Engine Trip Fuel 5053 HighResolution Engine Total Fuel Used 5054

HRW(PGN65134)


Ext CAN 20ms Wheel speeds

IO (PGN65244)


Ext CAN On request Engine Total Idle Fuel Used 236Engine Total Idle Hours 235

IC1 (PGN65270)


Ext CAN 500ms Engine Exhaust Gas Temperature, etc.

LC (PGN65089)

J1939-X VECU (asLCM)

Ext CAN 1 s andchange ofstate

Light switches, etc.

LC (PGN65089)




LFC (PGN65257)


Ext CAN On request Engine Trip Fuel 182Engine Total Fuel Used 250

LFE (PGN26266)


Ext CAN 100ms Engine Fuel Rate 183Engine Instantaneous Fuel Economy 184

Engine Average Fuel Economy 185

OEL (PGN64972)

J1939-X VECU (asIC)


Main Light Switch 2872Turn Signal Switch 2876Hazard Light Switch 2875

High-Low Beam Switch 2874Operators Desired Back-light 2878

PTO (PGN65264)

J1939-X VECU Ext CAN 100 ms Power Takeoff Set Speed 187Engine PTO Governor Enable Switch 980Engine Remote PTO Governor Preprog-rammed Speed Control Switch 979

Engine Remote PTO Governor VariableSpeed Control Switch 978



All Rights Reserved

SAE CANNetwork

Source ofMessage


Engine PTO Governor Set Switch 984 EnginePTO Governor Coast/Decelerate Switch 983Engine PTO Governor Resume Switch 982

PTODE(PGN64932)

J1939-X VECU (asTECU)

Ext CAN 100 ms Engagement Consent – Transmission inputshaft PTO 2 (SPN 3457)

Engagement Consent – Transmission inputshaft PTO 1 (SPN 3456)

ENGAGEMENT CONSENT – TRANSMIS-SION OUTPUT SHAFT PTO (SPN 3458)

PTODE(PGN64932)

J1939-1 VECU TECU, Allison 100 ms Enable Switch – Transmission input shaftPTO 2 (SPN 3453)

Enable Switch – Transmission input shaftPTO 1 (SPN 3452)

PTODE(PGN64932)

J1939-1 EXT CAN VECU 100 ms Enable Switch – Transmission input shaftPTO 2 (SPN 3453)

Enable Switch – Transmission input shaftPTO 1 (SPN 3452)

Enable Switch - PTO Engine Accessory Drive1

Request J1939-X Ext CAN VECU PGN

Request J1939–1 VECU As received As receivedin most cases

PGN

SERV(PGN65216)

J1939-X VECU Ext CAN On request Service component identificationService distance (associated to upper Service

component ID)Service component identification

Service delay / calendar time based (associ-ated to upper Service component ID)Service component identification

Service delay / operational time based (asso-ciated to upper Service component ID)

SOFT(PGN65242)

J1939-1 VECU Ext CAN On request Variable length

TCFG(PGN65250)

J1939-1 VECU Ext CAN On request Number of Reverse Gear Ratios 958 Numberof Forward Gear Ratios 957 Transmission

Gear Ratio 581

TC1 (PGN256)

J1939-1 VECU TECU (Allison) 50ms (whenactive)

See Allison Datalink Communication Guide

TC1 (PGN256)

J1939-X VECU (asShifter 05and 06)

Ext CAN 50ms (whenactive)


TC1 (PGN256)

J1939-1 AllisonShifter

VECU 50ms (whenactive)


TC1 (PGN256)

J1939-X EXT CAN(DATECU)



TD (PGN65254)

J1939-X VECU (asIC)

Ext CAN On Request Time & date



All Rights Reserved

SAE CANNetwork

Source ofMessage


TSC1(PGN 0)

J1939-1 VECU EMS 10ms Engine override control modeOverride control mode priority

Engine requested torque/torque limitEngine Requested Speed/Speed Limit 898

TSC1(PGN 0)

J1939-1 Ext CAN (DAEMS)

VECU 10ms Engine override control modeOverride control mode priority

Engine requested torque/torque limitEngine Requested Speed/Speed Limit 898

TRF1(PGN65272)


Ext CAN 1s Transmission Oil Temperature 177, etc.

TRF2(PGN64917)


Ext CAN 1s Transmission Overheat Indicator SPN 5345

RF (PGN65275)


Ext CAN 1s Hydraulic Retarder Oil Temperature, DrivelineRetarder Overheat Indicator

VD (PGN65248)

J1939-X VECU (asIC)

Ext CAN 1 s Total Vehicle Distance 245Convert from VDHR

VDC1(PGN65103)


Ext CAN 100ms VDC Information Signal, etc.

VDHR(PGN65217)

J1939-X VECU (asIC)

Ext CAN 1 s High Resolution Total Vehicle Distance 917

VH (PGN65255)

J1939-X VECU Ext CAN On request Total Vehicle Hours 246Total Power Takeoff Hours 248

VI (PGN65260)


Ext CAN On request VIN

VW (PGN65258)

J1939-X VECU (asECS)

Ext CAN 1 sec Weights(note this is multiframe so is difficult to re-spond to so will gateway at received rate)

VDC1(PGN65103)


Ext CAN 100ms VDC Information Signal, etc.

VP190(PGN65470)


Ext CAN 15s SCR used

VP60 J1939-1 VECU TECU (I shift) 100ms Reverse Inhibit, Inhibit gear engaged(from TC1), PTO Conditions #1, PTO Condi-

tions #2

VEP1(PGN65271)

J1939-X VECU (asIC)

Ext CAN 1s SPN 168 Battery Potential / Power Input 1



All Rights Reserved

Note: Although the VECU sends output messages, the source address is set as the ECU originating the information.

Note:Messages that rate “on request” are requested by the J1939 request PGN 59904 described in J1939-21. For example,requesting engine hours is done by sending EAFF or EA00 with data E5 FE 00 (hex values).

Note: Not all messages are supported on all vehicles. For example, GFC is currently not available, even for natural gas en-gines. However, GFC support could be available for these engines in the future.

Commands Accepted on the Body Connector J1939Message Update Rate Content

EBC1 (PGN 61441) 100 millisecondsRemote Accelerator Pedal Enable

SwitchAccelerator Interlock Switch

EEC2 (61443) 50 milliseconds Accelerator Pedal Position 2Remote Accelerator Pedal Position

PTODE (PGN 64932) 100 milliseconds

Enable Switch – Transmission inputshaft PTO 2 (SPN 3453)

Enable Switch – Transmission inputshaft PTO 1 (SPN 3452)

Enable Switch - PTO Engine AccessoryDrive 1

TSC1 (PGN 0) (DA EMS) 10 milliseconds

Engine Override Control Mode 695Engine Requested Torque/Torque Limit

518Engine Requested Speed/Speed Limit

898

TC1 (PGN 256) (DATECU) 50 milliseconds (when active) See Allison Datalink CommunicationGuide

Application NotesBy default, these commands are not accepted. To enable commands:

• QIW = 1 Bridge on J-1939 for Body Builder Enable (1) Level 4 Dealer Programmable

• QKH = 1 External CAN Control Enable (1) Level 4 Dealer Programmable

• QKX = 229 (Body Builder must use this Source address 229)

• ATerminating resistor for the network needs to be installed.

For safety, the accelerator and speed command signals will be overridden by a brake pedal application by default. If neces-sary this options can be turned off with parameter QKD. Perform a safety analysis of the application before disabling.

Although the VECU accepts these messages, the destination address (DA) needs to be 0x00 for TSC1 and 0x03 for TC1.

The engine speed command can be sent either through the accelerator command or by direct engine speed command.



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Accelerator Pedal CommandsRemote Accelerator is commanded by sending EBC1. Remote Accelerator Enable Switch while also sending a positionin EEC2. Remote Accelerator Pedal Position.

Primary Pedal position can be disabled by sending EBC1. Remote Accelerator Enable Switch without EEC2. Remote Ac-celerator Pedal Position or setting EEC2. Remote Accelerator Pedal Position to 0. But for clearer intent it is recom-mended to send EBC1. Accelerator Interlock Switch.

Engine Speed Commands

An engine speed command is sent by setting TSC1. Engine Override Control Mode to 01-Speed Control and sending thedesired speed in SPN 898.

SPN 898 can also represent a speed limit if TSC1. Engine Override Control Mode is set to 03. Note that there are engineperformance effects while operated at a limit, therefore it is recommended to disable the accelerator pedal, if that serves theintent, rather than set a limit at a command value.

Engine Torque can be limited using TSC1. Engine Override Control Mode 02 with corresponding value in SPN 518.

If commands and limits are desired at the same time, TSC1 can be repeated with different information to enable speed re-quests and limits at the same time since the commands will persist. Although the commands will time out if not repeated, it isrecommended to end command sessions with TSC1. Engine Override Control Mode 00 which will end all limits andcommands.

PTOmDrive and Allison Transmissions can accept PTODE to request PTO engagement through the “enable switch” signals.PTODE is also a response from the transmission to these requests though the “engagement consent” signals.

Source Addresses and Unit AcronymsControl Unit ECU Source address (SA) or Destination

Address (DA) in Hex

Engine Management System EMS 0x00

Transmission Electronic Control Unit/Control Module

TECU/TCM 0x03

Antilock Brake System ABS 0x0B

Gear Shift Electronic Control Unit GSECU 0x05 (0x06 for right side on LR)

Engine Brake EB 0x0F

Vehicle Electronic Control Unit VECU 0x11

Instrument Cluster IC 0x17

Adaptive Cruise with Braking function ACB 0x2A

Electronically Controlled Suspension ECS 0x2F

Aftertreatment Control Module ACM 0x3D



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BodyLink III Body Builder Connector

POST DESCRIPTION

1. Battery Power (30A) 16. NEUTRAL SIGNAL

2 .Ignition Power (30A) 17. BODYLAMP GROUND INPUT

3. Stop Lamp 18. PTO #1

4. Tail Lamp 19. PTO # 2

5. Reverse Signal 20. SPEED CONTROL ON/OFF

6. LH Turn 21. BB 1939 (+)

7. RH Turn 22. BB 1939 (-)

8. AUX SW #1 (IGN-20A) 23. SPEED CONTROL SET/DECEL

9. AUX SW #2 (BATT-15A) 24. SPEED CONTROL RESUME/ACC

10. AUX SW #3 (IGN-15A) 25.

11. AUX SW #4 (IGN-15A) 26.

12.AUX SW #5 (IGN-10A) 27. LH TURN/STOP

13. AUX SW #6 (DOWN-15A) 28.

14. AUX SW #6 (UP-15A) 29. RH TURN/STOP

15. PARK BRAKE SIGNAL

Note: Cab Decal from the BodyLink III Body Builder Connector

Notes



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Support Inbound and Outbound J-1939 Message InformationNote:MACK does not recommend broadcasting on the data bus. However, it is known that there are devices on the marketwhich effect an engine speed control. MACK broadcasts the following with message and signal definition per SAE J1939-71.

Instrument Cluster

Message Bus From ECU To ECU Update Rate Content

B (65274) J1939–1 IC VECU 1 s Brake Application Pressure (SPN 116)Brake Primary Pressure (SPN 117)

Brake Secondary Pressure (SPN 118)Parking Brake Red Warning Signal (SPN 3557)

CL (53248) J1939-1 IC VECU 5s and statechange

Illumination Brightness Percent (SPN 1487)

CM1 (57344) J1939-1 IC VECU 1 s Seat Belt Switch (SPN 1856)Diesel Particulate Filter

Regeneration Inhibit Switch (SPN 3695)Diesel Particulate Filter Regeneration Force

Switch (SNP 3696)

DD (65276) J1939-1 IC VECU 1 s Washer Fluid Level (SPN 80)Fuel Level 1 (SPN 96)

LC (PGN65089)

J1939-1 IC VECU 1 s andchange ofstate

Low Beam Head Light Command 2349High Beam Head Light Command 2347Right Turn Signal Lights Command 2369

Left Turn Signal Lights 2367Rotating Beacon Light Command (Hazard)

2385

OEL (PGN64972)

J1939-1 IC VECU 1 s andchange ofstate



TD (PGN65254)

J1939-1 IC VECU 1 s Time & date

VEP1 (PGN65271)

J1939-1 IC VECU 1 s SPN 168 Battery Potential / Power Input 1

VDHR (PGN65217)

J1939-1 IC VECU 1 s High Resolution TotalVehicle Distance 917



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ACC/ABS


ACC1 (PGN65135)

J1939-1 ACB (0x2A) VECU 100ms Forward Vehicle SpeedForward Vehicle Distance

ACC Set SpeedACC Mode

ACC Set Distance ModeRoad Curvature

ACC Target DetectedACC System Shutoff WarningACC Distance Alert Signal

ACC Status(PGN 65296)

J1939-1 ACB VECU 100ms (Proprietary message from ACB)Audible Following Distance AlertVisual Following Distance AlertVehicle Following DistanceVehicle Following Interval

ACB Tell Tale Indicator Status

ACB CriticalEvents (PGN

65297)

J1939-1 ACB VECU 100ms CMT Intervention Impact Alert

EBC5 (PGN64964)

J1939-1 ABS VECU 100ms Hill Holder Mode

EBC1 (PGN61441)

J1939-1 ABS VECU 100ms Anti-Lock Braking (ABS) Active, etc.

EBC2 (WSIPGN 65215

J1939-1 ABS VECU 100ms Wheel speeds

HRW (PGN65134)

J1939-1 ABS VECU 20ms Wheel speeds

VDC1 (PGN65103)

J1939-1 ABS VECU 100ms VDC Information Signal, etc.

EMS/ACM


AT1T1I J1939-1 EMS VECU 1 s Aftertreatment 1 DEF Tank Low Level Indicator5245


AT1T1I J1939-1 ACM VECU 1 s Aftertreatment 1 SCR Catalyst Tank Level1761



AT1S (PGN64891)

J1939-1 EMS VECU On Request(1s)

Diesel Particulate Filter 1 Soot Load Percent3719

Diesel Particulate Filter 1 Ash Load Percent3720

CI (PGN65259)

J1939-1 EMS VECU 10 s Component ID, etc.



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DPFC1(PGN 64892)

J1939-1 EMS VECU 1 s DPF status, etc

EEC1(61444)

J1939-1 EMS VECU 20msVariable?

Engine Speed, etc

ET1 (PGN65262)

J1939-1 EMS VECU 1 s Engine Coolant Temperature 110Engine Fuel Temperature 1 174Engine Oil Temperature 1 175

EFL/P1(PGN 65263)

J1939-1 EMS VECU 500 ms Engine Oil Level 98Engine Oil Pressure 100


ERC1 (PGN61440)

J1939-1 EMS (asretarder)

VECU 100 ms Retarder Torque Mode 900Actual Retarder - Percent Torque 520 Etc.

IC1 (PGN65270)

J1939-1 EMS VECU 500 ms Engine Intake Manifold #1 Pressure 102Engine Intake Manifold 1 Temperature 105Engine Air Intake Pressure 106 Engine

Exhaust Gas Temperature 173

IO (PGN65244)

J1939-1 EMS VECU On Request(1s)

Engine Total Idle Fuel Used 236Engine Total Idle Hours 235

GFC (PGN65199)

J1939-1 EMS VECU Currently NotSupported

Trip Fuel (Gaseous) 1039Total Fuel Used (Gaseous) 1040

HRLFC(PGN 64777)

J1939-1 EMS VECU 1 s High Resolution Engine Trip Fuel 5053High Resolution Engine Total Fuel Used 5054

HOURS(PGN 65253)

J1939-1 EMS VECU 15s (onrequest)

Engine Total Hours of Operation 247Engine Total Revolutions 249

LFE (PGN26266)

J1939-1 EMS VECU 100ms Engine Fuel Rate 183Engine Instantaneous Fuel Economy 184


LFC (PGN65257)

J1939-1 EMS VECU On request(1 s)

Engine Trip Fuel 182Engine Total Fuel Used 250

VI (PGN65260)

J1939-1 EMS VECU On request(3 s)

VIN

VECU


AIR1 J1939-X VECU Ext CAN 1 s Pneumatic Supply Pressure 46

AMB(65269)


Ext CAN 1 s Ambient Air TemperatureBarometric pressure

AT1S (PGN64891)


Ext CAN On Request Diesel Particulate Filter 1 Soot Load Percent3719

Diesel Particulate Filter 1 Ash Load Percent3720

AT1T1I J1939-X VECU (asACM)

Ext CAN 1 s Aftertreatment 1 SCR Catalyst Tank Level1761




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Aftertreatment 1 DEF Tank Low Level Indicator5245


B J1939-X VECU (asIC)

Ext CAN 1 s Brake Application Pressure (SPN 116)Brake Primary Pressure (SPN 117)

Brake Secondary Pressure (SPN 118)Parking Brake Red Warning Signal (SPN

3557)

CCVS(65265)

J1939-X VECU Ext CAN 100 ms Vehicle Speed, etc.

CI (PGN65259)


Ext CAN On Request Component ID, etc.

CVW (PGN65136)


Ext CAN 1 s Weights

DD (65276) J1939-X VECU (asIC)

Ext CAN 1 s Washer Fluid Level (SPN 80)Fuel Level 1 (SPN 96)

DM1 J1939-X VECU (asreceived)

Ext CAN 1 s Fault lamps, etc.

DPFC1(PGN64892)


Ext CAN 1 s DPF status, etc.

EBC1 (PGN61441)


Ext CAN 100 ms Anti-Lock Braking (ABS) Active, etc.

EBC1 (PGN61441)

J1939-X Ext CAN VECU 100 ms Remote Accelerator Pedal Enable SwitchAccelerator Interlock Switch

EBC1 (PGN61441)

J1939-X VECU Cummins 100 ms Remote Accelerator Pedal Enable Switch(SPN 969)

Accelerator Interlock Switch (SPN 972)Engine retarder selection (SPN 973)

EBC2 (WSIPGN 65215)


Ext CAN 100 ms Wheel Speeds

EBC5 (PGN64964)


Ext CAN 100 ms Hill Holder Mode

EEC1(61444)


Ext CAN As received Engine Speed,etc

EEC2(61443)

J1939-X VECU Ext CAN 50 ms Accelerator Pedal Position

EEC2(61443)

J1939-X Ext CAN VECU 50 ms Remote Accelerator Pedal Position

EEC2(61443)

J1939 VECU Cummins 50 ms Accelerator Pedal Position 1Remote Accelerator Pedal Position

EFL/P1(PGN 65263


Ext CAN 500 ms Engine Oil Level 98Engine Oil Pressure 100



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ET1 (PGN65262)


Ext CAN 1 s Engine Coolant Temperature 110Engine Fuel Temperature 1 174Engine Oil Temperature 1 175


Ext CAN 10 ms Driveline engaged status


Ext CAN 100 ms Current Gear StatusRequested gear status


Ext CAN 100 ms Shift and mode indicators, etc.

GFC (PGN65199)

J1939-1 VECU (asEMS)

Ext CAN On Request Trip Fuel (Gaseous) 1039Total Fuel Used (Gaseous) 1040

HOURS(PGN65253)


Ext CAN On Request Engine Total Hours of Operation 247Engine Total Revolutions 249

HRLFC(PGN64777)


Ext CAN 1 s High Resolution Engine Trip Fuel 5053High Resolution Engine Total Fuel Used 5054

HRW (PGN65134)


Ext CAN 20 ms Wheel speeds

IO (PGN65244)


Ext CAN On Request Engine Total Idle Fuel Used 236Engine Total Idle Hours 235

IC1 (PGN65270)


Ext CAN 500 ms Engine Exhaust Gas Temperature, etc

LC (PGN65089)




LFE (PGN26266)


Ext CAN 100 ms Engine Fuel Rate 183Engine Instantaneous Fuel Economy 184


OEL (PGN64972)

J1939-X VECU (asIC)




PTO (PGN65264)

J1939-X VECU Ext CAN 100 ms Power Takeoff Set Speed 187Engine PTO Governor Enable Switch 980Engine Remote PTO Governor Preprog-

rammed Speed ControlSwitch 979

Engine Remote PTO Governor Variable SpeedControl Switch 978

Engine PTO Governor Set Switch 984Engine PTO Governor Coast/Decelerate

Switch 983Engine PTO Governor Resume Switch 982



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PTODE(PGN64932)


Ext CAN 100 ms Engagement Consent – Transmission inputshaft PTO 2 (SPN 3457)



PTODE(PGN64932)

J1939-1 VECU TECU,Allison

100 ms Enable Switch – Transmission input shaft PTO2 (SPN 3453)

Enable Switch – Transmission input shaft PTO1 (SPN 3452)

PTODE(PGN64932)

J1939-1 Ext CAN VECU 100 ms Enable Switch – Transmission input shaft PTO2 (SPN 3453)


Enable Switch - PTO Engine Accessory Drive1

Request J1939-X Ext CAN VECU PGN

Request J1939-1 VECU As received As receivedin mostcases

PGN

SERV (PGN65216)

J1939-X VECU Ext CAN On Request Service Component IdentificationService Distance (associated to upper Service

component ID)Service Component Identification

Service delay / calendar time based (associ-ated to upper Service component ID)Service Component Identification

Service Delay / Operational Time Based (asso-ciated to upper Service component ID)

SOFT (PGN65242)

J1939-1 VECU Ext CAN On Request Variable length

TCFG (PGN65250)

J1939-1 VECU Ext CAN On Request Number of Reverse Gear Ratios 958Number of Forward Gear Ratios 957

Transmission Gear Ratio 581

TC1 (PGN256)

J1939-1 VECU TECU(Allison)

50ms (whenactive)


TC1 (PGN256)

J1939-X VECU (asShifter 05and 06)

Ext CAN 50ms (whenactive)


TC1 (PGN256)

J1939-1 AllisonShifter



TC1 (PGN256)

J1939-X EXT CAN(DATECU)



TD (PGN65254)

J1939-X VECU (asIC)

Ext CAN On Request Time & date

TSC1 (PGN0)

J1939-1 VECU EMS 10 ms Engine Override Control ModeOverride Control mode Priority

Engine Requested Torque/Torque LimitEngine Requested Speed/Speed Limit 898



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TSC1 (PGN0)

J1939-1 Ext CAN (DAEMS)

VECU 10 ms Engine Override Control ModeOverride Control Mode Priority

Engine Requested Torque/Torque LimitEngine Requested Speed/Speed Limit 898

TRF1 (PGN65272)


Ext CAN 1 s Transmission Oil Temperature 177, etc.

TRF2 (PGN64917)


Ext CAN 1 s Transmission Overheat Indicator SPN 5345

RF (PGN65275)


Ext CAN 1 s Hydraulic Retarder Oil TemperatureDriveline Retarder Overheat Indicator

VD (PGN65248)

J1939-X VECU (asIC)

Ext CAN 1 s Total Vehicle Distance 245Convert from VDHR

VDC1 (PGN65103)


Ext CAN 100 ms VDC Information Signal, etc.

VDHR (PGN65217)

J1939-X VECU (asIC)

Ext CAN 1 s High Resolution Total Vehicle Distance 917

VH (PGN65255)

J1939-X VECU Ext CAN On Request Total Vehicle Hours 246Total Power Takeoff Hours 248

VI (PGN65260)


Ext CAN On Request VIN

VW (PGN65258)

J1939-X VECU (asECS)

Ext CAN 1 s Weights (note this is multiframe so is difficult torespond to so will gateway at received rate)

VDC1 (PGN65103)


Ext CAN 100 ms VDC Information Signal, etc.

VP190 (PGN65470)


Ext CAN 15 s SCR used

VP60 J1939-1 VECU TECU (Ishift) 100 ms Reverse InhibitInhibit Gear Engaged (from TC1)

PTO Conditions #1PTO Conditions #2

VEP1 (PGN65271)

J1939-X VECU (asIC)

Ext CAN 1 s SPN 168 Battery Potential / Power Input 1

Transmission


ETC1 J1939-1 AutomatedTrans

VECU 10 ms Driveline engaged status

ETC2 J1939-1 AutomatedTrans

VECU 100 ms Current gear status, requested gear status

ETC7 J1939-1 Allison VECU 100 ms Range Display, Mode indicator

PTODE(PGN 64932)

J1939-1 TECU (Ishift) VECU 100 ms Engagement Consent – Transmission inputshaft PTO 2 (SPN 3457)




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PTODE(PGN 64932)

J1939-1 TECU(Allison)

VECU 100 ms Engagement Consent – Transmission inputshaft PTO 2 (SPN 3457)



PTODE(PGN 64932)

J1939-1 VECU, EXTCAN (SA 33,

SA 23)

TECU(Allison)

100 ms Enable Switch – Transmission input shaft PTO2 (SPN 3453)


Engagement Consent – Transmission outputshaft PTO (SPN 3458)

SOFT (PGN65242)

J1939-1 Allison VECU On Request Variable Length

TranTC1(256)

J1939-1 EXT CAN,AllisonShifter

TECU(Allison)

50ms (whenactive)


TCFG (PGN65250)

J1939-1 Allison VECU On Request Number of Reverse Gear Ratios 958Number of Forward Gear Ratios 957

Transmission Gear Ratio 581

TRF1 (PGN65272)

J1939-1 AutomatedTrans

VECU 1 s Transmission Oil Temperature 177, etc.

TRF2 (PGN64917)

J1939-1 Allison VECU 1 s Transmission Overheat Indicator SPN 5345

RF (PGN65275)

J1939-1 Allison VECU 1 s Hydraulic Retarder Oil TemperatureDriveline Retarder Overheat Indicator

VP60 J1939-1 VECU Ishift 100 ms Inhibit Gear EngagedReverse Inhibit

PTO Conditions #1PTO Conditions #2

ECS


VW (PGN65258)

J1939-X ECS VECU 1 sec (SAEsays OnRequest)

Weight by axle (1 frame for each axle)



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Parameters Description and Location

Caption Description Location Resolution MinValue

MaxValue Default Parameter ID

Ext CAN (CAN2) DiagnosticsEnabling this parameter results in

faults if the Body CAN is not properlyconnected or if the device does not ac-

knowledge messages.

VECU 1 0 1 0 Level 4 QKE

Ext CAN (CAN2) Fault LevelThis parameter adjusts the behavior of

the fault enabled by QKE.

VECU 1 0 1 0 Level 4 QKF

Ext CAN Control enableThis parameter will allow the truck toaccept body commands whereby QKXand optionally QKWmust representthe source address of the device.

VECU 1 0 1 0 Level 4 QKH

Ext CAN gateway enableThis parameter enables transmissionof information to external devices. UseQKE to enable diagnostics for this port.If on-request parameters are neededthen the SA of the requesting devicemust be set by QKX and vehicle sour-ces can be changed for some specificmessages by QKG, QKV, QKU, and QIV.If vehicle response to commands is al-

so expected then set QKH

VECU 1 0 1 0 (set to 1per

project)

Level 4 QIW

Transmission Type VECU 1 0 7 0 Level 2 BZN

SA for device (Note F1 & F9 SA for TSC1,PTODE, VP45, EEC2, EBC1)

If a device on the Ext CAN will requestmessages or send commands to thetruck then this needs to reflect thesource address of the added device.Also set QKH Take note of QKD

VECU 1 0 255 229 Level 4 QKX

SA for device (Note F1SA for TC1)If a device on the Ext CAN is to broad-cast TC1 commands then this needs tobe set to what the transmission will ac-cept and the device needs to send withthis source address. However this cannot be the same as any on-vehicle

shifter broadcasting per QIV. Also setparameter QKH.

VECU 1 0 255 6 Level 4 QKW

SA for GFC (Note : F4 SA of messageused to respond to device request)This parameter should reflect the

source address of the vehicle deviceresponding to a request for message

GFC.

VECU 1 0 255 0 Level 4 QKG



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Caption Description Location Resolution MinValue

MaxValue Default Parameter ID

SA for CVW VECU 1 0 255 3 Level 4 QKV

SA for TCFG (Note : F4 SA)This parameter should reflect the

source address of the vehicle deviceresponding to a request for message

TCFG.

VECU 1 0 255 3 Level 4 QKU

SA for TC1 (Note : F2 SA) This parame-ter should reflect the source address ofthe vehicle device supplying message

TC1

VECU 1 0 255 5 Level 4 QIV

Ext CAN Break Pedal OverrideIf this parameter is set then Ext CANaccelerator pedal position and enginespeed commands will be set to idlewhile the service brake is pressed.

VECU 1 0 255 1 Level 4 QKD

Notes



All Rights Reserved

Documents

BODY BUILDER INSTRUCTIONS...BODY BUILDER INSTRUCTIONS Mack Trucks Electrical Wiring and Connections CHU, CXU, GU, TD, MRU, LR Section 3 Introduction This information provides design